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The Code of Practice on Street Work Proposal Relating to Development Works replaces the “Street Work Proposals
Relating to Development Works” guidebook that has been in circulation since 2007. Many significant changes have
since occurred in the environment in which the Land Transport Authority constructs and maintains its infrastructure
and the specifications have been revised to fit this environment.

The guidebook has been renamed as Code of Practice to underscore the importance of this publication to street work
proposals that are done in tandem with development proposals. Many useful features have been introduced in this
code to facilitate easy reading and quick retrieval of information. Throughout the code, colored spots are used to flag
relevant codes and standards. Hyperlinks to these codes and standards are provided where available. The entire set
of diagrams have been enhanced to ensure legibility and important sections of the diagrams have been highlighted
to bring the reader’s attention to the features that are relevant to the topic. Please refer to the User Guide on page 2
for more on this.

This code introduces the technical requirements, standards and specifications of the Land Transport Authority to aid
the design of development layout with regards to proposed street works, as well as the engineering design and
construction of proposed street works. Although it touches more on the civil engineering design and construction of
street and street related works, this publication also highlights some of the essential submission procedures and
technical requirements in relation to the design and installation of Mechanical and Electrical items for street and
street related works.

The Code of Practice has been updated to include the new requirement of a Walking and Cycling Plan (WCP). As part
of Walk Cycle Ride SG’s vision, the Land Transport Authority and Urban Redevelopment Authority have jointly
launched the new Walking and Cycling Plan to ensure that our built environment is designed to address the needs of
pedestrians and cyclists. The relevant requirements and procedures on submission can be found in Chapter 9:
Traffic Impact Assessment.

May 2016 Edition

No Chapter List of changes in COP

1 Chapter 9 Inclusion of Walking and Cycling Plan under Traffic Impact Assessment.
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List of the topics within each chapter that displays where each topic can be located. e.g.

Chapter 1 Submission of Development Proposal Plan for Development Control (DC) Clearance

1.1 Introduction 11
1.2 Key Evaluation Areas at Development Control Stage 11
1.3 Follow-up Submission after Obtaining DC Clearance 14
1.4 Additional Information 14
1.5 Requirements For Works on Public Streets 14

The page number is located on the top of the ‘cross-hair’ and in bold type. The chapter number is located on the
bottom of the ‘cross-hair’ and in light type. i.e.

Facing Pages

P10 P11

C1 C1

Page 10 Page 11
Chapter 1 Chapter 1

Can be found at the start of most sections to explain some commonly used technical terms

Throughout this code colored spots are used to flag relevant codes and standards. Hyperlinks to these codes and
standards are provided where available.

ADC Architectural Design Criteria

SDRE Standard Detail of Road Elements

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The readers attention is drawn to the features that are relevant to the topic by showing them in colour. The rest of
the background information is grayed out.
ROAD RESERVE LINE /
BOUNDARY LINE

W
T T Gradient of En
trance Approach
> 1:10

Figure 7.11 Typical Section of Entrance Culvert

Documents that can be downloaded are identified easily by this icon.

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Street Works Act

SWA
An Act relating to the construction, improvement, repair, maintenance and management of streets
and back-lanes and other matters connected therewith, and the prevention of obstruction of five
footways and private footways.

ADC Architectural Standards

These standards set out the architectural design and the materials and workmanship specifications.

Civil Design Criteria

CDC
Contains the requirements for the design and detailing of all Civil Engineering Works for the
construction of the roads and rail system.

Materials and Workmanship Specifications

MWS Sets out the basic standard for the quality of materials and workmanship required by the Land
Transport Authority.

Standard Details of Road Elements

SDRE
These standards set out guidelines for common road elements such as drains, kerbs and pavement
as a reference for road construction.

Code Of Practice for Works on Public Streets

WPS
This Code of Practice sets out the procedures and requirements for carrying out works on public
streets.

Code of Practice for Traffic Control at Work Zone

TCWZ
This Code of Practice sets out the guidelines and procedures for traffic control at work zones.

Guide to Carrying Out Engineering Works within Road Structure Safety Zone and Engineering Activity
RSSZ on Land adjoining Public Streets
This guide sets out the procedures and requirements for carrying out engineering works within road
structure safety zone and engineering activity on land adjoining public streets.

Guidelines for Placing Skips on Public Streets

SPS
These guidelines provide the necessary requirements for the proper placement of skips along public
roads to ensure safety and minimise obstructions and inconvenience to road users.

SS CP 10
CP10
Code of Practice for Installation and Servicing Electrical Fire Alarm Systems

OIC Search
This search allows you to find out the Officer-in-Charge of a certain road or Mukim/Township
in Development & Building Control Division by keying in the road name or Mukim/Township no.
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Chapter 1 Submission of Development Proposal Plan for Development Control (DC) Clearance

1.1 Introduction 11
1.2 Key Evaluation Areas at Development Control Stage 11
1.3 Follow-up Submission after Obtaining DC Clearance 14
1.4 Additional Information 14
1.5 Requirements For Works on Public Streets 14

Chapter 2 Submission of Street Plans

2.1 Introduction 16
2.1.1 References 16
2.1.2 Submission Requirements 16
2.1.3 Submission of Mechanical and Electrical (M & E) Details in 17
Relation to Proposed Street Works
2.1.4 Submission of Public Street Lighting Proposal (for New Streets) 17
2.1.5 Mechanical & Electrical (M&E) Details for Commuter Facilities 18
2.2 Lodgement of Street Plans 18
2.2.1 Making an Application 19
2.2.2 Documents to Submit 19
2.2.3 Audit Checks on Street Plans Lodged to LTA 19
2.3 Existing Lamp Post and Overground (OG ) Box Affected by Proposed Road Works 20

Chapter 3 Development Proposal Above/Below Road Structures and Adjacent to/Within Public Streets

3.1 Introduction 22
3.2 Development Proposals Above/Below or Near Road Structiures 22
3.2.1 Documents for Submission at DC Stage 23
3.2.2 Development/Building Works above Road Structures 23
3.2.3 Development/Building Works under Road Structures 24
3.2.4 Design for Structures near to Road Structures 25
3.3 Development Proposals Adjacent to/Within Public Streets 26
3.4 Granting of DC Clearance 26
3.5 Follow up Submission after Obtaining DC Clearance 27

Chapter 4 Inspection for CSC Clearance and Handing Over of Completed Street Works

4.1 Introduction 29
4.2 Site Inspection of Completed Street Works 29
4.3 Maintenance Period (MEP) (for New Street, Underpass and Pedestrian 29
Overhead Bridge)
4.4 Commencement of Maintenance Period (MEP) 30
4.5 Documents to be Submitted before The Issue of CSC Clearance and 30
The Handing Over of The Completed Street Works
4.5.1 For Developments That Include only The Widening and Alteration of Existing 30
Street Fronting The Developments Site and/or Widening/Relocating of Access
to The Development (without New Street)
4.5.2 For Development that Include Construction of New Streets 31
4.5.3 Documents to be Submitted for Proposed Street Work with New Street, 31
Underpass and POB Before The Taking Over
4.5.4 Submission of Documents for Handing Over of Public Street Lighting in 31
Hardcopy
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Chapter 5 Access Arrangements

5.1 Introduction 33
5.2 Location of Vehicular Access Point 33
5.3 Service Accesses 33
5.4 Access Arrangement for Landed Residential Developments 34
5.5 Design of Entrance Access 35
5.6 Width and Turning Radius of Vehicle Accesses 38

Chapter 6 New Street Proposals

6.1 Introduction 41
6.2 Adequate Provision of Roads 41
6.3 Planning Permission 43
6.4 Utility Services 43
6.5 Street Works Deposit 43
6.6 Reduction of Street Works Deposit 44
6.7 Maintenance of New Street 44
6.8 Service Roads 44

Chapter 7 Street Plan Presentation Standards And Requirement

7.1 Types of Plans and Documents for New Street Proposals 47

7.1.1 Types of Plans to Submitted 47
7.1.2 Forms and Documents Required 47
7.2 Site Plan 47
7.2.1 Site Plan Details 47
7.2.2 Details at Road Bend 50
7.2.3 Road Connection / Junction 51
7.2.4 Other Proposed Road Facilities 52
7.2.5 Right Hand Column on The Site Plan 52
7.2.6 Bottom Row on The Site Plan 52
7.3 Longitudinal Section Plan 54
7.3.1 Reference Markings 54
7.3.2 Levels to be Shown on Plan Shall Include 54
7.3.3 Legend 54
7.3.4 Chainage 55
7.3.5 Other Details 55
7.3.6 Horizontal Curve in Longitudinal Section 56
7.3.7 Vertical Curve in Longitudinal Section 57
7.3.8 Longitudinal Gradient 57
7.4.1 Cross Sectional Plans 58
7.4.2 Typical Cross Sections to be Shown 59
7.4.3 Examples of The Various Typical Cross Sections 60
7.5 Types of Road Pavements 64
7.6 Details of Frontage Improvement to Development 67
7.7 Examples of Various Plans to be Submitted 71
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Chapter 8 Safeguarding of Road Reserve Lines

8.1 Introduction 74
8.2 Information on Road Reserve Lines 74
8.3 Criteria for Safeguarding Road Reserve Lines 75
8.3.1 Safeguarding of Residential Estate Roads and Service Roads 75
8.3.2 Safeguarding of Expressways, Road Interchanges and Junctions 75
8.3.3 Safeguarding of Road Related Facilities 75
8.3.4 Safeguarding of Splay Corners 75
8.4 Setback of Development Boundary 76
8.5 Cross-Section of Road Reserves 76
8.6 Cul-De-Sacs 76
8.7 Junction Layout 76

Chapter 9 Traffic Impact Assessment (TIA)

9.1 Introduction 95
9.2 When is a Traffic Impact Study Needed? 95
9.3 Who Prepares a TIA? 96
9.4 Pre-Scoping Meeting 96
9.5 Scoping Meeting 96
9.6 Requirements of TIA Report 97
9.6.1 Executive Summary 97
9.6.2 Study Purpose and Objectives 98
9.6.3 Description of Site and Study Area 98
9.6.4 Existing Traffic Conditions in The Area of Development 99
9.6.5 Pedestrians & Cyclists 99
9.6.6 Walking & Cycling Plan (WCP) 100
9.6.6.1 Who Prepares a WCP? 100
9.6.6.2 General Design Considerations 100
9.6.6.3 Design for Pedestrians 101
9.6.6.4 Design for Cyclists 102
9.6.7 Assessment Years 103
9.6.8 Background Traffic Forecast 103
9.6.9 Development Trip Generation 103
9.6.10 Development Trip Distribution 104
9.6.11 Modal Split of Development Trips 104
9.6.12 Development Traffic Assignment and Traffic Forecast Results 104
9.6.13 Assessment of Development Traffic Impact 105
9.6.14 Junction Analysis Parameters 107
9.6.15 Public Transport 108
9.6.16 Parking and Pick-up / Drop-off Provision 108
9.6.17 Site Access and Traffic Circulation 108
9.6.18 Development Traffic Operation Plan 109
9.6.19 Traffic Management during Construction 110
9.6.20 General Comments 110
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Chapter 10 Plan Presentation For Traffic Layout Plan

10.1 Introduction 130

10.2 Reference 130
10.3 Traffic Layout Plan Presentation 130
10.4 Details of Road Reserve / Key Plan / Scale 131
10.5 Street Lights 131
10.6 Traffic Lights 131
10.7 Typical Traffic Layout Plan Related to Development with Street Works 132

Chapter 11 Engineering Works Within Singapore Underground Road System (SURS) Tunnel Protection Reserve

11.1 Introduction 142

11.2 Cut-and-Cover Tunnels with Diaphragm Walls 142
11.3 Cut-and-Cover Tunnels with Sheetpile Walls 142
11.4 Transition Structures 143
11.5 Bored Tunnel 143

Chapter 12 Expunction of Public Streets

12.1 Introduction 147

12.2 Reference 147
12.3 Expunction of Existing Public Street 147
12.4 Application by Private Developer or Government Agency 147
12.5 Approval 148
12.6 List of Authorities to Seek Clearance for Expunction of Public Street 150

Chapter 13 Application for Temporary Crossings

13.1 Introduction 152

13.2 Specifications 152
13.3 Plans to be Submitted 152
13.4 Site Maintenance 153

Chapter 14 Road Testing

14.1 Introduction 155

14.2 Location of Samples 155
14.3 Size of Sample 156
14.4 Certification by Accredited Laboratory 156
14.5 Photographs 157
This chapter sets out the key considerations of the LTA at the Development Control Stage and the
extent of information required to be shown in the proposal plans to obtain clearance.

Access Point Generally refers to the vehicular entrance to a development

Lodgement A process of self-declaration by a Professional Engineer (PE) who

prepares the Street Plans in accordance with the Street Works Act
and its Regulations, and declares compliance with the Street Works
Act and its Regulations when he lodges the Street Plan with LTA.

New Street includes:

 The continuation of an existing street;
 The widening or alteration of any existing street and
 The adapting of a street, made for foot traffic only, for
carriage traffic.
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Public Street Any street over which the public has a right of way and which has
become vested in the Government under the Street Works Act or
any other repealed Acts.

Qualified Person (QP) Means a person who is registered either as:

 An architect registered under the Architect Act or
 A professional engineer registered under the Professional
Engineers Act.

Road Structure Part of the land or area which is 20m from the outer edge of any
Safety Zone part of a road structure .

Road Structure Includes any bridge, underpass, road tunnel, earth retaining wall
& ancillary buildings such as substations and pump house serving
road tunnels, control centres for road tunnel operations.

Road Reserve / Part of the development that is required for future road widening
Widening Plot or to make up that standard features of a road.

Street Furniture Street features such as streetlights, kerb, roadside drain, etc
placed along the street.
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There are 3 major stages where approval is required from LTA for any proposed development, namely Development
Control (DC), Building Plan (BP) or Street Plan and Certificate of Statutory Completion (CSC). The Development
Control stage is the stage where LTA will evaluate if the proposal can meet the requirements of
traffic operations and safety. This is the stage which has a significant impact on the overall layout design of the
development.

The Qualified Person (QP) has to obtain LTA's clearance at Development Control (DC) stage when development
proposals involve the following but not limited to:

 Construction of new street as defined in the Street Works Act.

 Alteration of an existing street including relocation/widening of existing access point(s) to the

development.

 Alteration of an existing street including street furniture and traffic marking/traffic signs within the
road reserve.

 Construction of new access point(s) to the development.

 Construction of road within the road widening plot set aside from the development.

 Development proposal that is affected by the line of road or tunnel reserve.

 Development that is located above, below and near to road structures.

The following key areas are evaluated in this stage:

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Key Considerations

Suitability of access points

Access points shall be suitably located to ensure

smooth flow of traffic on roads. Access points are to
be located along local access roads and at a safe
distance from road junctions, road bends, pedestrian
crossings, bus-stops, existing access points etc.
Access points shall be located along the lowest
hierarchy of roads if there is more than one road
category fronting the development site.

Adequacy of new road proposed

The new road proposed shall serve the various plots of

developments adequately with each plot directly
accessible from a public street. The proposed road
reserve widths shall be determined based on the type
and intensity of development.

Extent of frontage improvement

The extent of frontage improvement including

upgrading of open drains to covered drains for safety
of pedestrians and to serve as footpaths is
determined at this stage for the details to be worked
out by the Professional Engineer.
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Key Considerations

Improvement needed to existing traffic scheme

Any improvement to the existing traffic scheme

including introduction of yellow boxes, relocation of
arrow markings, relocation of hump etc are
determined at this stage.

Requirement for a Traffic Impact Assessment (TIA)

TIA studies are required for developments exceeding

certain threshold development intensity. The purpose
of a TIA is to identify the traffic impact of a
development on the surrounding transport network and
the necessary measures t o mit igate these
impacts. If the development is located in an area with
already high traffic volume, LTA will advise the
applicant on whether a TIA is required.

Adequacy of commuter facilities

Some types of developments may require commuter

facilities to adequately serve those who patronise
these developments. These include pedestrian
overhead bridges, bus stops or bus-bays, taxi stands,
etc.

Relocation of any street lights and related facilities

Existing street lights and/or its related facilities such

as overground (OG) boxes may be required to be
relocated to give way for proposed access points.
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Once the DC clearance for the proposed development layout is obtained, the QP (Civil) shall submit the Street Plan to
obtain BP clearance. The Street Plan shall be prepared based on the approved DC layout plan and prevailing
specifications, standards, guidelines and codes of practice.

The QP (Civil) shall lodge the street plans with LTA if the proposal falls within the lodgement criteria. This is further
explained in Chapter 2.

QP would also evaluate if a proposed development would affect an existing road or road structure during the course
of construction and implement suitable measures to ensure the safety of the public. Additional information is
required to be submitted if a development:

 is above, below or near to road structures (refer to Chapter 3);

 involves works that are adjacent to or within an existing public street (refer to Chapter 3); and / or

 is affected by the road tunnel protection reserve (refer to Chapter 11)

External Works

QP shall ensure that an application for a permit to carry out works on public streets is submitted via the
LTA.PROMPT website: https://prompt.lta.gov.sg before carrying out any external works. A copy of the BP/DC clearance
should be attached together with the application. QP shall ensure that no works on the public streets is allowed until
a permit has been issued.

Utility Services Connections

QP shall ensure that the necessary utility services connections to the development are properly co-ordinated to
minimise lane occupation and unecessary disruptions to the road users such as staging the works of different utility
services sequentially in conjunction with the development works so that only one party is working on the public street
at any one time,etc.QP shall also ensure the permanent reinstatement is carried out at one go after all parties have
completed their works to minimise repeated diggings and abortive works.
This chapter sets out the key considerations of the LTA at the Street Plan Stage and the extent of
information required to be shown in the proposal plans to obtain clearance.

Commuter Facilities All forms of road related facilities (includes covered or open
linkways, pedestrian overhead bridges, underpass and footway)
connected to various transport nodes to cater to the needs of
pedestrians and commuters.

Street Works Means works of levelling, paving, metalling, flagging, kerbing,

channelling, draining, lighting, laying of cables and mains and
other utility services and otherwise the making good of a street or
part of the street.

Road Related Facility Includes any traffic sign, directional sign, street name sign, traffic
light, bus shelter, railing and any other road related structure and
facility within the street maintained by the Authority.

Street Plan Refers to the plan relating to the construction of a new street as
referred to in Section 18 of the SWA.

Traffic Layout Plan A plan showing existing and proposed traffic markings, traffic
signs and arrow/lane markings, etc.
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The QP (Civil) is required to submit only the Street Plans to LTA at the Building Plan (BP) approval stage. Submission
of Building Layout Plans is not required.

In preparing Street Plans, the QP (Civil) shall make reference to the relevant chapters in the following publications
and comply with the requirements stated therein:

SWA  Street Works Act (Chapter 320A) & Street Works (Private Street Works) Regulations

CDC  Civil Design Criteria for Road & Rail Transit Systems

ADC  Architectural Design Criteria for Road & Rail Transit Systems

SDRE  LTA Standard Details of Road Elements

 Materials & Workmanship Specification for Civil & Structural Works

MWS
 Materials & Workmanship Specification for Architectural Works

QPs are advised to refer to the LTA website for the most updated version of the publications.

Submission of Street Plan for approval by the QP (Civil) shall include the following:

 Detailed plan showing the proposed street works, including details of entrance access, positions of
public street lights, sign posts and any other street related facilities

 Traffic scheme plan, where applicable

 Topographical survey plan (if not submitted by the QP earlier)

 Design calculations of the proposed structures, if structural design differs from LTA’s Standard Details
of Road Elements.

 General Requirements to comply with during Street Plan submission (see Appendix 2A)

 Application Form under Section 20(1) (Please see Appendix 2B)

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Where applicable, details of mechanical and electrical design/installation in relation to the proposed street works,
such as installation of public street lights, beacon lights, installation of escalators to pedestrian overhead bridge
and underpass etc. shall be submitted to LTA for clearance before the commencement of the M & E installation
works.

Unless otherwise stated in LTA's written direction to the Street Plan submission, all M&E details can be submitted
separately from the Street Plans submission.

The developer and QP(s) shall be informed that if the proposed M&E details are not acceptable to LTA and require
amendment that may affect the overall street proposal layout, the Street Plans that may have been approved
separately shall be re-submitted for regularisation/re-endorsement.

A QP (Electrical) shall follow-up to submit the following with regards to the provision of street lighting:

 Checklist for street lighting design submission (Appendix 2C)

 location plan showing the proposed development.

 a copy of approved street layout plan

 Development Plan showing:

i) position of proposed poles

ii) underground cable routing

iii) lighting control boxes location

iv) lighting simulation

v) electrical single line diagram

vi) design electrical load calculation

vii) pole concrete foundation design & calculation with QP (Civil) endorsement

viii) manufacturer’s information / catalogue on the lamp, lantern, gears, cables, cut-out unit,
control box, its accessories and concrete base, HD UPVC pipe, cable warning slab, fuse,
earthing accessories including country of origin.
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 The following Photometric Data relevant to each luminaire type shall also be provided:

i) Isolux Diagram
ii) Utilization Factor Curves
iii) Polar Curves
iv) Downward Light Output Ratio
v) Downward and Upward Flux Fractions

CDC All design pertaining to provision of public street lighting shall comply with the specifications/requirements
stipulated in Chapter 21 of LTA's publication - Civil Design Criteria for Road & Rail Transit System

The QP (Electrical) shall also -

 comply with all written law, bylaws, rules, regulations and Code of Practices of any government
ministries, statutory boards or other public authorities which are applicable or relevant to the
execution of the services;

 conduct site visits to investigate and propose feasible design to suit the actual site condition for
installation of new poles, or relocation of poles, etc.;

 arrange for a licensed cable detection worker to carry out detection of underground services.

Similar to section 2.1.3, details of the M & E design and installation for commuter facilities such as pedestrian
underpass and bus shelters are to be submitted for clearance by a QP (M & E).

The M & E design and installation shall comply with the specifications given in the Architectural Design Criteria for
Road & Rail Transit Systems.

Under the lodgement scheme, a QP(Civil) will prepare the street plans in accordance with the Street Works Act and
its Regulations, and declare compliance with the Act and the Regulations when he lodges the street plans with LTA.
LTA will acknowledge receipt of the lodgement by issuing an acknowledgement letter.

Below is a list of developments that can be lodged, if the site is not affected by Road Reserve lines:

 Residential (all types)

 Industrial
 Educational institutions
 Places of worship
 Health and medical care establishment
 Sports and recreation centre
 Civic and community institutions
 Building designated for conservation under the Planning Act
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The lodgement scheme will not be applicable for street plans that involve the following types of works:
 construction of a new street
 continuation of an existing street
 adaptation of a street, made for foot traffic only, for carriage traffic
 modification of any existing traffic scheme
 introduction or modification of any road related facilities, such as bus stop and pedestrian overhead
bridge
 introduction or relocation of any covered linkway
 commercial developments

Under the lodgement scheme, the QP has to ensure and make a self-declaration that the street plans submitted are
in compliance with the Street Works Act and its Regulations.

The QP shall lodge the street plans via CORENET after the Development Control (DC) clearance has been obtained
from LTA. Details of the street plans shall follow the approved DC layout plan.

QP will receive an auto-acknowledgement through CORENET .

The QP shall apply for Certificate of Statutory Completion (CSC) clearance upon completion of the street works.

 Completed Application Form “LTA-DBC_Roads.xfd”

 A copy of the Written Permission together with the approved plan
 Set of street plans
 A copy of LTA’s DC Clearance letter

LTA would carry-out audit checks on the Street Plans that have been lodged. If details of the Street Works do not
comply with LTA’s requirements, LTA would issue a written direction to the QP (Civil) to amend the proposal. If
however, any deviation is discovered during CSC inspection, the QP will have to demolish the completed works and
reconstruct the Street Works according to LTA’s requirements.

QPs can refer to the Quick Guide prepared to assist them in lodgement of Street Plans (Appendix 2D)
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For street plan submissions involving relocation of existing street lampposts and/or OG boxes , the QP(Civil) shall
forward the proposal with a cut out plan of the affected streetlights, lighting control boxes and proposed positions
with the inventory ID (lamppost no.) and road name attention to:

Engineer-In-Charge,
Lighting & Facilities Dept,
Road Infrastructure Management Division,
Block 3, Level 2,
No. 1 Hampshire Road.
Singapore 219428
This chapter provides guidelines to the QP (Civil) on the submission requirements for development
works in close proximity to existing road structures and public streets.

Utilities Includes water pipes, gas pipes, sewer pipes, drainage

facilities, electricity cables, telecommunication cables and
any other pipes, cables and their related apparatuses.

RSSZ Engineering Activities/Works Please refer to the definition in Guide to Carrying Out
Engineering Works within Road Structure Safety Zone
and Engineering Activity on Land adjoining Public Streets
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Development proposals above or below road structures and those adjacent to or within existing public streets are of
special concern to LTA as they may affect the structural integrity of the nearby road structures or public streets.

The developer shall engage a qualified person for supervision of structural works, QP (Civil), to obtain the Authority’s
clearance at Development Control (DC) stage. This chapter provides guidelines to the QP (Civil) to obtain DC
clearance for development proposals under this scenario.

The QP (Civil) shall identify and verify the presence of all road structures affected by the development proposal and
indicate them in his DC application. The following figures illustrate the Road Structure Safety Zone for above-
ground and underground structures.

Road Structure Safety Zone Road Structure Safety Zone

20 m 20 m

Aboveground
Structure

Figure 3.1 Road Structure Safety Zone for Structures Above Ground Structures
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Road Structure Safety Zone Road Structure Safety Zone

20 m 20 m

Below ground
Structure

Figure 3.2 Road Structure Safety Zone for Structures Below Ground Structures

To facilitate the approval process, the QP (Civil) shall submit the proposed development plans for DC clearance.

Generally, the plans shall comply with clauses 3.2.2, 3.2.3 and 3.2.4 where applicable in relation to the road
structure; existing ground levels; and below ground structure outline (if any).

The Authority reserves the right to impose any additional requirement deemed necessary to safeguard the road
structures.

3.2.2.1 General Conditions

All proposed building (or development) works shall not affect the structural integrity of any road structures. They
shall not in anyway interfere with the Authority’s routine inspection and maintenance work on road structures.

Utilities should not be affixed on any parts of the road structures. All parts of the road structure shall be kept
accessible at all times.
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(Read in conjunction with Figure 3.3 and 3.4)

3.2.3.1 General Conditions

 The design, occupancy and use of any development under bridges shall be such that neither the use, safety,
appearance, nor the enjoyment of the road and bridge is adversely affected;

 Any temporary or permanent change in alignment or profile of the existing roads and bridges shall not be
allowed;

 No structure of any kind shall be allowed to be built around or enclose any bridge columns/piers/abutments.
Structure shall be at least 5m away from any bridge columns/piers/abutments. All parts of the bridge shall be
kept accessible at all times;

 Utilities should not be affixed on any parts of the road structures. All parts of the road structure shall be kept
accessible at all times;

 The ingress to and egress from the development shall not interfere with the major flow of the road traffic. This
ingress shall be located away from traffic junctions, bus stops and pedestrian crossings;

 Pedestrian access to the development shall be provided with proper footpath and lighting; and

 The development shall be designed to allow the Authority to carry out maintenance and inspection of bridge
bearings at all times. A vertical clearance of not less than 2.5m from the lowest point of the beam soffit/
girders/slabs/bridge viaducts to the roof of development shall be provided.

 All categories of development shall be of low risk. The development shall have no basement. The roof of the
proposed development shall be designed to carry a minimum live load of 5kN/m 2. The Authority shall reserve the
right to order temporary closure of the business operation for the routine inspection and maintenance of the
road structures.

3.2.3.2 Fire Safety Requirements

CP10  Automatic fire alarm system in compliance with SS CP10 shall be provided. The fire alarm system shall be
connected to the fire station via an approved alarm monitoring station in accordance with SS CP10; and

 Roof and external walls of the development including window openings/ventilation openings located within 6m
from exterior of viaduct structure shall have 2 hours fire resistance rating as shown in Figure 3.3. If sprinklers
are provided, the fire resistance rating can be reduced to 1 hour.

3.2.3.3 Aesthetic Treatment

 The development shall blend well into the surroundings and pre-consultation with the Authority and other
relevant authorities on the aesthetic treatment is required; and

 Commercial or non-commercial signage or signboard shall not be placed on or installed on any parts of the
bridge. However, independent signage or signboard may be installed on the ground with approval from the
Authority and other relevant authorities.
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3.2.3.4 Parking Space

 Flame detectors compliance with SS CP10 shall be provided for open parking spaces. The fire alarm system
shall be connected to the fire station via an approved alarm monitoring station in accordance with SS CP10;

 Hose reel shall be located such that all parking spaces are accessible; and

 Car park shall only be used for passenger cars and motorcycles. If parking spaces are opened for light good
vehicles or lorries, 2 hours fire rated enclosed structure in compliance with section 9.2 shall be provided.

3.2.3.5 Maintenance

 The developer/owner of the development shall be fully responsible for the proper maintenance of the building/
facility occupying the space so as to assure no interference with the functions and operations of the bridge.

Building near bridges and viaducts shall be at least 6m clear or the separation distance calculated for unprotected
opening in accordance with the Code of Practice for Fire Precaution in Building, whichever is greater, from the outermost
edge of the road structure.

Viaduct Beam
6m 6m

Minimum 2.5 m

2-hr fire rated roof

2-hr fire rated external wall

Bridge/Viaduct
Window Openings
Ground Level

Figure 3.3 Clearance of Building Roof below Bridge/Viaduct (Cross Section)

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Viaduct Beam
Soffit of Viaduct
Beam

2.5 m

2-hr fire rated roof

Bridge / Viaduct
5m 5m Column

Building under
viaduct

Figure 3.4 Clearance of Building Roof Below Bridge/Viaduct (Longitudinal Section)

This may include excavation works adjacent to the road reserve of an existing public street or installation of ground
stabilization measures (e.g ground anchors) within an existing public street. When such works are not appropriately
designed and supervised, it may pose a hazard to the surroundings, such as slope failure, subsidence or collapse of
adjacent road etc.

Other than carrying road traffic, roads in Singapore also house many utility services. Any collapse of a road due to
adjacent excavation work will disrupt traffic movement and utility services which poses a great inconvenience to the
general public.

It is therefore very important for the QP (Civil) to ensure that any such works are appropriately designed, supervised
and executed at all times. If the proposed development works (including Earth Retaining and Stabilizing System)
encroaches into the Road Reserve, they shall be stated and shown clearly on plans.

The Authority will grant DC clearance for the development proposal if the Authority is satisfied that:

 QP (Civil) has complied with the requirements of sub-sections 3.2 to 3.3 and that all submissions are in order;
and
 QP (Civil) has declared and confirmed that the Engineering Works and Engineering Activities are to be carried
out without affecting the structural integrity and safe operation of the road structures and the public street and
the requirements in the “Guide To Carrying Out Engineering Works within Road Structure Safety Zone and
Engineering Activity on Land Adjoining Public Streets” will be complied with during the submission for approval
to commence Engineering Works and notification of Engineering Activities.
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The QP (Civil) shall note that the DC clearance given by the Authority at this stage does not automatically allow the
developer and his appointed builder/contractor to carry out the Engineering Works.

A separate application shall be made to the Authority:

(i) for Approval to commence Engineering Works within RSSZ.

(ii) for Notification to carry out Engineering Activities on land adjoining public streets

Please refer to “Guide To Carrying Out Engineering Works within Road Structure Safety Zone and Engineering Activity
on Land Adjoining Public Streets”.

The overview of the process of submission for proposals within Road Structure Safety Zone & Adjacent To Public
Street is given in Fig 3.6.

Start

Development Proposal above/below road structures

and adjacent to / within Public Street

Development Control Stage

Submit plans to show compliance with Sections 3.2

and 3.3

QP (Civil) submits application for QP (Civil) submits proposed Engineering

development proposal clearance to Works for approval and/or notifies
DBC (Roads) commencement of Engineering Activities

No QP (Civil) to comply with No Is submission

Is submission
acceptable? Written Direction (WD) acceptable?

Yes Yes
DBC (Roads) approves development proposal DBC (Rails) approves Engineering Works

Figure 3.5 Overview of Process For Development Proposals above / below Road Structures And Adjacent to /
Within Public Street
This chapter outlines the process of inspection & handing over of completed street works to obtain
CSC clearance and / or final taking over clearance.

Defects Liability Period In relation to any works which have been carried out on a public
street, means the defects liability period as specified in the Code of
Practice in respect of that type of works.

Latent Defects The condition of a road surface is a function of the severity and
extent of a range of defects including road settlement, cracks,
potholes, etc.
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When the street works of any development proposal is completed, the QP shall request for a CSC inspection before
the completed street works can be handed over to LTA. Generally, this process is associated with the issuance of
Certificate of Statutory Completion (CSC) by the Building and Construction Authority, in which the CSC is granted
when the relevant technical departments have cleared and accepted the completion of works approved by them
earlier. In this regard, LTA continues to use the caption of CSC clearance in its clearance letter to the QP on the
acceptance of completed street works.

Upon request by the QP, LTA officers will inspect the completed works to check if the works were carried out in
accordance with approved plans and whether they meet the material and workmanship specifications of LTA. If the
completed works includes a new street, underpass or pedestrian overhead bridge (POB), a joint site inspection with
the project QP will be arranged.

CSC clearance will be issued to the QP when:

 the street works are carried out according to the approved plans and have met the material and workmanship
specifications of LTA, and

 relevant documents as stipulated in section 4.5 are duly submitted and accepted by the LTA.

In civil engineering construction works, latent defects of the constructed works do not normally surface immediately
upon completion of the works. It is common in engineering contract to impose defect liability period for such latent
defects to safeguard the interest of the developer and whoever is maintaining the works in due course.

Likewise in the construction of new streets, underpass and POB, a one year maintenance period (MEP) commencing
from the date of CSC Clearance will be imposed on a development that includes construction of new street(s), where
the new street(s) is to be handed over to LTA for management and maintenance. During the 1-year MEP, the
developer shall be responsible for the maintenance of the new street and all the related street furniture.
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The imposition of MEP is applicable only to developments that includes construction of new street, underpass and
POB. Whereas development that comprises only the construction/alteration of accesses, and frontage/localised
street improvement works are not subjected to MEP.

Street works that do not include construction of new street, i.e. works related to construction/alteration of accesses,
frontage/localised street improvement are considered to be taken over for maintenance by the LTA once CSC
clearance is issued.

The MEP commences when LTA notifies the QP of the CSC clearance of completed street works. For better
management of the completed street during MEP, the initial inspection of street works for commencement of MEP
should be arranged in such a manner that the start of the MEP can coincide with the defects liability period (DLP) of
the main building works.

Towards the end of the MEP, the QP shall write to LTA for a final joint site-inspection. If the inspection reveals no
major latent defects to be rectified and that the required documents stipulated in section 4.5 below are duly
submitted, LTA will arrange to declare the new street as a public street and will take over the street for management
and maintenance.

Before the LTA/QP joint site inspection is held, the following relevant documents are to be submitted to LTA for the
handing over of the completed street works.

 E-Form for CSC application (Appendix 4A)

 As-built drawings prepared by a Registered Surveyor in digital format (dgn, dwg or dxf). The drawings shall
be in true co-ordinates

 Approved subdivision plan with written permission from the URA and Certified Plan (CP) if road reserve plot
(s) is required to be vested to the State after the CSC Clearance is issued.
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 E-Form for CSC application

 As-built drawings prepared by a Registered Surveyor in digital format (dgn, dwg or dxf). The drawings shall
be in true co-ordinates
 Approved land subdivision plan with Written Permission and Certified Plan (CP) for the new road to be
vested to the State upon handing over
 Confirmation letter from Street and Building Names Board (SBNB) on the approved street names of the
constructed new street
 Road testing results

 Road Data Form. (Appendix 4B)

 Asset Master Input Form.
 12 copies of declaration plan.
 Taking over letters from the PUB (Drainage), NParks and Environmental Health Agency (NEA).

 1 set of as-built installation of the street lampposts and control boxes with labeling and underground cable
routing endorsed by QP.
 1 set of Electrical Single Line diagram with QP endorsement.
 1 set of Statement of Turn On and Test Report from SP Services for the new control box.
 1 set of Letter of Supervision on the electrical installation endorsed by Licensed Electrical Worker (LEW).
 1 set of Letter of Supervision on the lampposts installation endorsed by PE (Structural).
 1 set of underground cable insulation resistance test report endorsed by LEW.
Notes:
Submission of documents under sections 4.5.3 and 4.5.4 can be made anytime during the one year Maintenance
Period
This chapter outlines the considerations for the design, location and arrangement of vehicular
access to developments.

Major Arterial Roads A major road carries large volumes of traffic between 2 major
points of interest eg. two towns etc, having a road reserve width of
31.8m or more.

Sight Distance The distance from which an object at eye level remains visible to
an observer.

Tactile Tiles Tiles which are placed to warn the visually handicapped of a
hazard or to guide them to a destination.
P33

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LTA regulates the design, position and arrangement of access points of entrance / exit to or from driveways. This is
necessary because an access point interferes with the free flow of traffic along the road to which it connects. One of
the design considerations is to ensure that ample sight distance is provided for vehicles to maneuver safely in and
out of the access. Consideration shall also be given to the environmental impact the access would have on
surrounding residential houses or public amenities in the vicinity.

LTA also regulates the number of access points to any development. Unless there are good technical reasons, each
development shall be served by only one access point.

Generally, vehicular access points are to be located outside the storage lane if there is one on site or at a minimum
distance of 50m distance from road junctions, bends and commuter facilities e.g. bus stops, etc depending on the
linearity of the road fronting the development. Any proposed access shall be located 30m away from existing bus
stops and other existing access points where site conditions permit. In determining the location of an access point,
consideration shall also be given to the following.

 Direct access from expressways, slip roads, acceleration or deceleration lanes, bus or taxi bays and major
arterials roads are not allowed.

 For commercial and shophouse developments, where a rear service road is available or safeguarded, access
shall be taken from the rear service road.

 Where a development is accessible from two public streets, it shall be designed to take access from the road
which is classified as a lower category in the Road Line Plan (RLP).

 Access points shall be suitably located to ensure smooth flow of traffic on roads. Access points are to be located
at a safe distance from road junctions, road bends, pedestrian crossing, bus-stops, existing opposite access
points etc.

Services access to electric sub-station and bin centre shall all be taken from within the site. Separate access
directly from the public street is not allowed.
 P34

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Access for residential developments should be adequately spaced apart and shall not be directly opposite one
another. Access locations are required to be at least 6m apart, for the consideration of tree planting and roadside
parking requirements (if any). Otherwise, the accesses shall be paired. Figures 5.1 illustrates this.

Corner Corner
Intermediate
Terrace Semi-Detached Terrace
Terrace Houses
House House

6m wide 6m roadside 6m roadside

Paired planting verge Paired planting verge Access
roadside Point
Planting verge Access Access
Points Points (to be paired
(combined with with
adjoining adjoining
planting verge) unit)
Paired Access Points

Figure 5.1 Correct Access Arrangement For Landed Houses

Semi- Semi- Semi- Semi-

Detached Detached Detached Detached
(Part) (Part)

6m wide roadside Remaining Remaining

Planting verge Existing access roadside New roadside
(Combined with Point which was planting verge Proposed planting verge
adjoining previously paired only 4m wide Access only 4m wide
planting verge) with the Points
neighbour

Truncated access points (less than 6m wide planting verge provided)

Figure 5.2 In-correct Access Arrangement for Landed Houses

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C5

The photograph below illustrates the basic components of an entrance driveway. The turning kerb is aligned with the
gate post and drop-inlet chambers are provided on both sides at the tangent point of the turning kerb radii. Tactile
tiles are provided 300mm from the driveway.

Entrance culvert

Entrance approach

Tactile tiles
Kerb turning radius

Figure 5.3 Photograph illustrating The Basic Components of an Entrance Driveway

The access shall be designed as follows:

 A separate lane for visitors shall be considered to allow residents to enter the development quickly (Please
see Figure 5.4).

 For residential developments exceeding 600 units, an additional access from another road fronting the
proposed development can be considered. (Please see Figure 5.5). For developments located in an area with
already high traffic volume, LTA will advise for the need for an additional access from another road fronting
the proposed development for developments having less than 600 units.

 The position of drop-barriers / guard posts within the development boundary would also have an impact on the
public street. A bottleneck at the entrance of a development may result in a spill over of vehicles queuing on the
main road and could result in collision from the rear. Therefore sufficient storage length shall be provided
within the development site’s before entrance gate / guard house / drop barrier to offset any possible traffic
congestion onto the main road. (For residential developments, provision of a holding bay for a minimum of 2
vehicles within the development shall be considered. (Please see Figure 5.6 and 5.7))

 Entrance shall be maintained as a Left-In, Left-Out (LILO) arrangement if it is along major arterial road.

 The gradient of the entrance driveway shall not be steeper than 1:10.

 The top of the culvert shall be flat and is allowed to follow the longitudinal profile of roads that are sloping.
Amendments to the level of culvert for paired access is not allowed as it may lead to water stagnation issues.
 P36

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 Any hard structures such as concrete boundary wall / fencing shall be recessed in adequately to allow sufficient
line of sight between vehicles exiting the development & pedestrians using the footpath. Alternatively, the
boundary wall / fencing shall be constructed with non-porous material.

 Any footpath meeting the access shall be flushed in level and the gradient of the resulting footpath section
shall not be steeper than 1:12.

6.0m 4.0m

GH

1 2 1

Road Reserve Line

Figure 5.4 Access Arrangement for Residential Developments Showing Separate Lane For Visitor Entry

Secondary Access
(may be considered for resi-
dential developments ex-
ceeding 600 units)

Primary Access
Existing Road

Figure 5.5 Access Arrangement for Residential Developments Exceeding 600 Units - additional
ingress/egress could be considered from another road fronting the development site
P37

C5

GH

Sufficient storage
length
Road Reserve Line

Figure 5.6 Storage Length Provided Within The Development Site

2 holding bays

GH

Road Reserve Line

Figure 5.7 Holding Bays Provided Within The Development Site

 P38

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 Tactile tiles shall be provided where the footpath meet the driveway for all developments except landed houses.

 The driveway should, as much as possible, be connected perpendicular with the road to offer better visibility for
turning in/out to/from the development. It shall also be in line with the proposed gate post.

 Meter compartment shall not be located at the common party wall when the accesses are paired to reduce the
possibility of impact by vehicles.

 Existing access arrangement for terrace and semi-detached landed housing with paired access shall not be
separated as part of redevelopment, if the access arrangement does not comply with scenarios in section 5.4
above.

The recommended width and turning kerb radius of an entrance / exit driveway is given in Table 5.1.

Type of Developments Recommended Clear Width of Access Recommended Turning Kerb Radius

Terrace Houses For Frontage Width <8.0m 1.5m to 3.0m

3.0m to 4.5m (max.)

Semi-Detached Houses For Frontage Width ≥8.0m

3.0m to 5.5m (max.)
Where accesses are separated, a 6.0 m
Detached Houses long strip of planting strip / service
verge shall be provided between
accesses for tree planting and kerbside
parking (if any)

Commercial 6.0m to10.0m max (two - way opera- Car

tion) 3.0m to 5.0m

Lorry
5.0m to 6.0m

Condominium / Flats/ Public Housing 11.0m-13.0m (separated by 3.0m island 3.0m to 5.0m
for ingress and egress)

11.0m
(4.0m lane + 3.0m island + 4.0m lane)

13.0m
(3.0m lane + 3.0m lane + 3.0m divider
+ 4.0m lane)

Please refer to illustration in Figures 5.4

to 5.6 for the various access
arrangements which are acceptable.
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Type of Developments Recommended Clear Width of Access Recommended Turning Kerb Radius

Public Building, Community Centres, 6.0m to 8.0m (4.0m single direction) 3.0m to 5.0m

School (Primary, Secondary and Junior 6.0m to 8.0m

College), Petrol Station

Single Access (ingress or egress only) 6.0m (max)

Combined ingress and egress 10.0m to 12.0m (max)

Factories: 6.0m to 8.0m

- Terrace 6.0m
- Single Type 8.0m to 10.0m

- Multi-User (Warehouse) 10.0m to 12.0m

All Other Uses: 3.0m to 5.0m

- Sub-Stations 4.0m
- Fire Engine Access 4.0m

Table 5.1 Recommended Width and Turning Kerb Radius

This chapter provides guidelines on new street proposals required in conjunction with new
developments.

Land Subdivision The dividing of a single parcel land into two or more parcels each
to be given a separate title.

Street Works Deposit An amount to be deposited for the execution of street works. The
deposit can be in the form of a banker’s guarantee (BG).
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Section 18 of the Street Works Act (Chapter 320) stipulates that Street Plans shall be submitted for approval before
a road can be constructed to serve a development. This is, however, not applicable for internal driveways where land
sub-division is not required e.g. for condominiums, cluster housing or flat developments (Please see Figure 6.1).

Cluster
House Cluster
House

Lot A Cluster Lot C

House Lot B

Common
Cluster
Space
House
Road Reserve Line

Road Reserve Line

Part of internal driveways not required to be submitted for approval.

Figure 6.1 Showing internal Driveways For Cluster Housing (Submission Under New Street Proposal is Not
Applicable.

The design of new streets shall make reference with the LTA’s publications stated in section 2.2. The submission
requirements for new street proposals are also indicated in section 2.3.

The width of a road depends on the type and scale of a development. In general:

 Where the development plot entails land sub-division, access to each sub-divided plot must be available either
from an existing public road of acceptable function (Figure 6.2) or a road network created within the
development (Figure 6.3)

 The width of the road reserve shall vary with the type and intensity of the development
 P42

C6

 The new road shall be .safeguarded as road reserve and constructed in accordance with Section 18 of the SWA
and handed over to LTA after expiry of the MEP.

The developer shall also carry out the necessary improvement works at the connection of the new street to an
existing public street.

New access created

for sub-divided Plot 2
1 2

Existing Access
Existing Road

Figure 6.2 Showing Access to Sub-divided Plot Taken From Existing Road Network.

Neighbouring Neighbouring
Lot Lot
1 2

Existing Road

Road network created within development

for access to sub-divided plots.

Figure 6.3 Showing a Road Network Created Within the Development to Provide Access to Sub-Divided Lots
P43

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The developer shall obtain the necessary permission under the provisions of the Planning Act if he has the intention
to hand-over the completed road to LTA for maintenance. Statutory boards and other government agencies would be
required to obtain approval of the Master Planning Committee (MPC) set-up by URA.

The developer’s appointed surveyor shall then obtain the Certified Plan approved by Survey Services Department,
Singapore Land Authority. The Certified Plan shall be submitted anytime during maintenance period (MEP) before
the road is handed over to LTA.

The developer is advised to liaise with all services providers who wish to lay their services within the new road. This
will minimise the inconvenience of having utilities over-crossing the drain. In addition, LTA imposes a no-opening
period for 1 year from the time the new street is handed-over to LTA for maintenance.

For proposals involving construction of a new street, the developer is required to place a street works deposit to LTA
before BP Clearance can be issued. LTA is empowered to take over street works which are not commenced or
executed satisfactorily and complete the street. All costs incurred will be recovered from the street works deposit.
The deposit may be in the form of a banker’s guarantee (BG-Appendix 6A). LTA shall advise the developer on the
amount to be deposited based on the street plans submitted and the prevailing fixed schedule of rates by LTA.

Once the street plans are approved by LTA, an Order (see sample in Appendix 6B) will be served on the developer to
furnish the deposit. The deposit shall be furnished within 21 days from the date of service of the Order.

If the developer fails to furnish the deposit on expiry of the 21 days grace period of the Order, a first reminder will be
served. This first reminder will give a further grace period of 14 days. On expiry of the first reminder, a second
reminder that gives an additional 14 days notice will be served on the developer. This means that the original 21
days grace period is extended for another 28 days, giving a total grace period of 49 days for the developer to furnish
the deposit.

On expiry of the second notice served, the approved street plans will be stamped “Cancelled” and will be returned to
the owner if the deposit is still not furnished.

Street works deposit is also applicable for proposed overhead bridges and underpasses across public street
constructed by private developer.
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Once CSC clearance from LTA is obtained for the new street, LTA need to retain only a portion of the amount that was
deposited to cover works during the maintenance period (MEP). The developer shall prepare another BG (Appendix
6C) based on the amount to be retained during the MEP before LTA returns the BG for the original amount deposited.

If the original amount of the street works deposit exceeds S$1 million, LTA shall retain 5% of the original sum or
S$100,000, whichever is greater.

If the original amount of the street works deposit is less than S$1 million, LTA shall retain 10% of the original sum
or S$20,000 whichever is greater.

When the road is declared a public street and LTA takes over its maintenance, the reduced street works deposit will
be returned.

A developer may choose to maintain a street while giving the public free access. In this instance, the developer shall
maintain the street in a manner acceptable to LTA and not compromise the safety of the general public. The Street
Works Act authorises the LTA to execute an order on the developer to rectify any defect on the private street so as not
to jeopardise safety of the public. Alternatively, LTA may carry out the repair works and recover the costs from the
owner.

LTA reserves the right to evaluate whether or not to take over a road and its related facilities for maintenance. In
general, a road that is serving one development only shall not be maintained by the LTA.

Service Roads are safeguarded to cater for access to localized parking facilities of shophouses and commercial
buildings mainly in areas in city centre, Little India, Jalan Besar and Geylang, etc where vehicular access from the
main road is not recommended.

Currently, there are two standard cross sections of service road being used by LTA. The width of the standard service
road reserves are 9.14m and 7.6m.

Typical cross section of the 7.6m and 9.14m wide service road are shown in Chapter 8 - Appendix 8E.

If the safeguarded service road has not been widened and is unable to cater for any vehicular traffic, they shall be
widened and reconstructed in conjunction with the development to serve the new development. Details on the
making up and widening of the backlane to road standard shall be submitted during Street Plan stage.

To ensure the owner/developer is aware of the conditions of the existing backlane/service road and whether it can
serve the proposed development, the Qualified Person (QP) shall demonstrate the possible access to the
development site using the service road by taking measurement of the width of the existing backlane/service road.
The QP shall ensure that the service road is wide enough and structurally sound to cater for the development usage.
P45

C6

General requirements of service road:

 The levels of the service road shall be level with the adjacent public street/service road levels to ensure its
functionality

 Levels of the proposed and existing service road shall be indicated on plan

 650mm slab over roadside drain shall be provided on both sides of the service road

 The service road cross-fall shall camber to both sides with gradient 1:30. Cross sectional details to be provided
in the submission

 The service road shall be made up of 225mm thick grade 40 concrete, 1 layer of WSFR B8, 1 layer of water
proofing membrane, 200mm thick graded granite aggregates and expansion joints at 6m c/c

 Provision of lamp poles is applicable

This chapter deals at depth the presentation standards for street plan submission and relevant
documents to be submitted.

Carriageway Portion of the road formation, including lanes, auxiliary lanes and
shoulders that is set aside for the use of vehicles, either moving or
stationary.

Permanent Government A major reference mark by surveyors to assist them in re-pegging

Benchmark land parcels and extending new surveys.

Temporary Benchmark A fixed point with a know elevation used for level control during
construction works and surveys.
P47

C7

The following types of plans in a set of standard A1-sized drawings shall be prepared and submitted:

 Location plans / key plans shall be drawn to a scale of either 1 : 20,000, 1: 10,000 or 1: 5,000

 Site plans, Traffic Plans and Topographical Survey Plans shall be drawn to a scale of either 1: 100, 1: 500 or 1:
1,000

 Cross Sectional Plans and detailed plans shall be drawn to a scale of either 1:20, 1:10, 1:5 or 1:1

 Longitudinal Sectional Plans shall be drawn to a scale of 1:500 or 1:1000 horizontal and 1:50 or 1:100 vertical

Form and documents accompanying the street plan submission shall include:

 See Appendix 2-A which is to be used when the PE submits the proposed street plans for the development
project, to LTA for approval

 A copy of Acknowledgement of Notification of Project Reference Number from Building and Construction
Authority where applicable

 Application form duly completed by the owner/developer (Appendix 2-B) and

 A set of structural calculations for proposed road related structural elements. The calculations and plans are
required to be checked and certified by PE or Accredited Checker.

A Site Plan shall consist of the following standard typical details:

 A Key Plan showing the location of the proposed road, which shall :

 be placed at the top left-hand corner of the site plan

 include the surrounding roads names in the vicinity
 be drawn to scale (Scale of 1:20,000, 1:10,000 or 1:5,000)
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C7

 The Road Reserve Line and cadastral boundary;

 The alignment, width and layout of the proposed new road reserve, which are to be in accordance with that
shown on the approved layout plan at planning/DC approval stage;
 Scale of the drawing (1:100, 1:500 and 1:1000, wherever appropriate);
 All proposed road related features (all existing features and proposed features shall be clearly differentiated);
 The proposed position of footpath, turf, tree planting areas, drop inlet chamber with scupper pipe, pedestrian
grating, drains, culverts, drain summit (if any) and sump shall be indicated clearly.
 The gradients and directions of crossfalls (normal/superelevated) according to the following standard:

Types of Crossfall Standard

Normal crossfall 1:30 sloping from the centre of the carriageway

towards the edge of the carriageway.

Superelevated crossfall at the bend 1:30 sloping in one direction towards the inner edge (i.e.
smaller arc length) of the carriageway at the bend.

Table 7.1 – Types of Crossfall

 Layout of proposed entrance design/arrangement to respective development sites, which shall consist of:

 The Road Reserve Line/ boundary line

 The actual proposed gradients of the entrance driveways to the development site, within road reserve
 The proposed entrance widths
 The dimension of carriageway & sidetable etc.

A typical detail of proposed entrance presentation is in Figure 7.1.

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C7

4 5 6 7 8 9 10 11 12 13 14

BOUNDARY LINE / LINE OF ROAD RESERVE

W

LP LP LP
ROAD RESERVE

W
CHAINAGE

GRADIENT OF
1:30 1:30

CHAINAGE

CHAINAGE
CHAINAGE
RAMP
NEW ROAD
W

T T T R R T T
W

BOUNDARY LINE / LINE OF ROAD RESERVE

21 22 23 24 25 26 27 28 29

Figure 7.1 Typical Detail of Proposed Entrance

 One nearest permanent government benchmark is to be indicated in the Notes and two temporary benchmarks
to be shown on the plans;

 Mode of drainage of the new street, in particular -

 the positions, levels and dimensions of drains

 the positions of the summits (if any) and the directions of flow with the same information given in
respect of existing drains (if any) into which the new drains are to discharge
 all existing rivers, streams and drains, showing lines, levels and cross-sections
 the positions, levels and dimensions of culverts (if any) in the new drains at the intersections or
entrances of the proposed streets, with the same information given in respect of culverts across
existing and new streets.

 Chainage points to be indicated -

 along the centre line of the road

 at 30m intervals for proposed roads more than 100m
 at 15m intervals for proposed roads shorter than 100m
 at start and end points of transition length of horizontal curve
(Note - proposed levels are to be indicated at these chainages)

The reference marks (e.g. A, B, C, D) shall be indicated along the sides which the longitudinal sections have been
taken.
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Local widening of the carriageway around the road bend is usually required to mitigate the effects of centrifugal
force subjected on vehicles. The following shall be noted when preparing site plan that includes a road bend:

 The widths of the widened carriageway shall be indicated on plan

 To indicate the width of the carriageway for each lane
 The additional carriageway width could be taken from the sidetable width
 To show transition length and position where the road bend starts and ends
 To indicate the superelevated crossfall sloping down 1:30 towards the inner edge (i.e. smaller arc length) of the
carriageway
 To indicate the horizontal curve radius measured to the centre line of road.

A typical layout at road bend is shown in Figure 7.2

TH
E NG
IONL
4 3 2 N SIT
T RA
PLATFORM LEVEL 1 T
PLATFORM LEVEL PLATFORM LEVEL
W
1:3

PLATFORM LEVEL
0

TRANSITION LENGTH
1:3
WID RAIN

AD
0
RA
TH

DIU
D

RO
OF

T W T
NE
RADIUS

TANGENT
CH OPO
PR

POINT
AIN SED

T
AG

T
E

WI DRA
W

T SCV T
DT IN

OG
PRO
ROAD RESERVE

T
HO
CHA SED LE
PO
PROPOSED LEVEL

F
W
INAG VEL
1:30
CHAINAGE
PROPOSED
CHAINAGE

TANGENT
E

POINT
T

T T

W
WIDTH OF
DRAIN

FUTURE DEVELOPMENT

8 7
PLATFORM LEVEL PLATFORM LEVEL

Figure 7.2 Typical Layout of Road Bend

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The site plan shall also show the road connection, where the proposed road meets the existing road with the
following standards

 There shall be a difference in the colour representation between the existing road (black) and the proposed road
(red);

 The angle at which the new street connects with the existing road should be near to 90 degrees for safety and
operational viewpoints, but no less than 60 degrees;

 Some existing spot levels of the existing road shall be shown in the site plan, in order to match the proposed
road levels with the existing road levels;

 The splay corners and the proposed turning kerb radius at the road connection are also to be indicated on plan;
(Refer to Section 8.3.4 for details)

 Sufficient design radius and splay corners are to be provided to allow ample sight distance for vehicles to
manoeuvre safely into and out of the main road;

 Proposed footpath ramps for pedestrians shall be indicated at the road junctions to cater for the continuous
pedestrian flow.

A typical details presenting junction connection is shown in Figure 7.3.

BOUNDARY LINE / LINE OF ROAD RESERVE

EXISTING ROAD
EXISTING SPOT LEVEL

EXISTING SPOT LEVEL

EXISTING SPOT LEVEL

EXISTING ROAD

T
T
CHAINAGE
SUMMIT PROPOSED LEVEL SUMMIT

BOUNDARY LINE / LINE OF ROAD RE- ER

SERVE RN
CO
T T
SP

Y
LA

US LA
YC

RA

DI SP
DIU
OR

RA
NE

CHAINAGE
R

PROPOSED LEVEL
BOUNDARY LINE / LINE OF ROAD

T T
1:30 1:30
1
RESERVE
NEW ROAD

PLATFORM LEVEL

FUTURE DEVELOPMENT
T

Figure 7.3 Typical Details of Junction

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Where applicable, the site plan shall also show other proposed road facilities like bus stop (with / without bay), taxi
stand, pedestrian overhead bridges etc.

The right-hand-side column (about 9cm) of the site plan shall show the following:

 Project title

 Job title

 Drawing numbers

 Names of Architects (QP), PE & Owner.

 The Approved layout plan number & the BP number are to be indicated at the top of the column etc.

The row at the bottom of the site plan (about 6cm) is for the Notes, the Legends & the Reference to Standard Details
of Road Elements.

a) Notes consist of common sections to be shown in the site plan. A sample is shown below:

Notes

1) Slope embankment to be 2 horizontal to 1 vertical (2H: 1V) unless otherwise stated with approved close turfing on 125
layer of top soil.

2) All dimensions shown are in mm unless otherwise stated.

3) To provide 1 government bench mark and 2 temp bench marks.

4) The gradient of all entrance approaches shall not be steeper than 1:10.

5) No manhole shall be placed within the carriageway, entrance approach, entrance culvert, and footpath.

Table 7.2 Notes

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b) The Legend columns include colour representations and abbreviations in the site plan. A sample legend is
shown below;

Legend

EXISTING BOLLARD PROPOSED LAMP POST

LP

EXISTING LAMP POST RETAINED

PROPOSED BOLLARD

EXISTING LAMP POST REMOVED

PROPOSED TREE
EXISTING ELECTRICAL BOX
MANHOLE [TAS]
EXISTING FIRE HYDRANT
MANHOLE [SEW]
EXISTING TREE RETAINED
GATE
EXISTING TREE FELLED
TBM
SIGN BOARD
ROAD RESERVE LINE
WATER VALVE
SEWER LINE
SLOPE

Figure 7.4 Legend Sample

c) The Reference to Standard Details of Road Elements is also included in the row provided to show the
proposed road related features within road reserve.

Reference to Standard Details of Road Elements

Note Description Drawing no.
1 Pedestrian grating (with chequer plate) LTA/RD/SD99/GRA/2
2 Type K2 PC. C kerb LTA/RD/SD99/KER/1A
3 Footpath ramp (side road) LTA/RD/SD99/KER/9A
4 Footpath ramp (driveway) LTA/RD/SD99/KER/10A
5 Cast in situ box culvert LTA/RD/SD99/DRA/2
6 Aluminium rung LTA/RD/SD99/DRA/4A
7 Precast U-drain and slabbed over U-drain LTA/RD/SD99/DRA/4A&5A
8 PC. C. Drop-inlet chamber LTA/RD/SD99/DRA/7E
9 Flexible pavement (Type III) for local access LTA/RD/SD99/PAV/4A
10 Soil aeration LTA/RD/SD99/PNR/2A&3

Table 7.3 Examples of Reference to Standard Details of Road Elements

d) North Point

The North Point shall also be indicated on the right hand side in the bottom column.
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The longitudinal section plan consists of a plan showing the longitudinal sections through the centre line and
through each side of the carriageway. This plan illustrates the vertical alignment of the proposed road. It has two
presentations of longitudinal sections, one for each side of the carriageway (see sample titles below).

 LONGITUDINAL SECTION ALONG NORTHERN EDGE OF ROAD A-B

 LONGITUDINAL SECTION ALONG SOUTHERN EDGE OF ROAD C-D

All reference marks (e.g. A, B, C & D) shall tally with the reference marks as shown on the site plan. This is to
differentiate which side of the carriageway the proposed levels are computed.

 the datum level

 the proposed level along centre of carriageway

 the proposed level along edge of carriageway

 the proposed top level of drain/culvert

 the invert level of drain/culvert

 chainage points along centre of carriageway

Every proposed levels shall be represented by different types of lines and colour

Items Different Types of Lines And Colour

Datum Level 115.00

Proposed level along centre line of carriageway (Bold Thick Black Line)
Proposed level along edge of carriageway (Dashed Red Line)

Proposed top level of drain/culvert (Normal Red Line)

Proposed invert level of drain/culvert (Normal Black Line)
Existing ground level along centre of carriageway (Normal Black Line)
Chainage in metres along centre of carriageway

Table 7.4 Legend

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The vertical & horizontal scales of the longitudinal sections are to be indicated clearly based on the Street Works
Regulations (Scale of 1:500 or 1:1000 horizontal and 1:50 or 1:100 vertical).

On the longitudinal section plan, chainages should be indicated at the steeper gradients of the entrance
approaches, vertical curves horizontal curves and at reference marks (Please refer to section 7.2.1).

Other details required to be shown on longitudinal section plan

 Longitudinal gradient along the new street

 Vertical curve wherever changes of gradients occur (if any) & its length at each side based on the point of
vertical intersection (PVI)
 Horizontal curve (if any) with its transition length at both sides and radius
 Clear indications of the proposed entrance culverts to respective plots
 Position of the cross culverts (if any) crossing roads (underneath the proposed road levels)
 Proposed levels and existing level at the road connection with the existing street
 Proposed gradient at top of slab over drain
 Indication of the invert levels of drains and the its gradient
 Boundary lines etc

Please note that the above items are to be indicated at the top of proposed profile of road as shown in Figure 7.5
below.

EXISTING
C ROAD
GRADIENT D
GRADIENT : LEVEL
VERTICAL L3 HORIZONTAL CURVE L4 EL = 118.931
BOUNDARY LINE

L1 L2
TRANSITION RADIUS TO BE TRANSITION
INDICATED

T
T
PVI = 118.319
BOUNDARY LINE
117.500

PROP INVERT LEVEL

CASCADED GRADIENT
PROP 700 WIDE COVERED RC U DRAIN/CULVERT C/W PEDESTRIAN GRATING AT 6000 C/C

Figure 7.5 Longitudinal Section of a New Street

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Horizontal curve shall be provided when there is a change in direction of road. Transition lengths at both sides of
horizontal curve and radius are to be shown on plan (see typical presentation shown in Figure 7.6 below).

Details showing horizontal curve on longitudinal section plan shall include:

 Sufficient design radius shall be indicated;

 Along the inner edge of road bend (i.e. the shorter arc length), there shall be no change in the crossfall;

 Along the outer edge of road bend (i.e. the longer arc length), there shall be changes in the crossfall in the
following circumstances -

 Where the transition starts, the proposed edge level of carriageway is increased proportionately till the
tangent point (TP). There would be a point where proposed levels of road edge and centre of road are
the same;
 At the end of the transition, the proposed level of road edge is greater than the proposed level of road
centre. (This is the start of the widened carriageway where the crossfall is 1:30 sloping in one direction
towards to the smaller arc length of the curve).
 There would be another transition length for the super-elevated road to match again with the normal
cross-fall road.

D
GRADIENT 1_:__ EXISTING ROAD

L3 HORIZONTAL CURVE L4 EL = 118.931

TRANSITION RADIUS TO BE TRANSITION
INDICATED

TP TP
BOUNDARY LINE

PROP INVERT LEVEL

CASCADED GRADIENT

PROP 700 WIDE COVERED RC U DRAIN/CULVERT C/W PEDESTRIAN GRATING AT 6000 C/C

Figure 7.6 Longitudinal Section of Horizontal Curve

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Vertical curve shall be provided when there is a change in gradient of road; it can be either a vertical hog or sag. A
vertical curve details shall show the following:

 length of vertical curve

 point of vertical intersection (PVI)
 tangent points (TP)

A typical detail of vertical curve is shown in Figure 7.7 below.

Vertical Curve
L L

TP
TP

PVI

Figure 7.7 Vertical Curve in Longitudinal Section

For the longitudinal gradient of road, the minimum longitudinal gradient is recommended to be of 0.4% or 1:250.
This is to allow proper drainage of the road carriageway. The maximum road gradient shall not be steeper than 1:10.
If the proposed carriageway is 1:10, it should be constructed with rigid pavement.

When a road with gradient steeper than 1:30 approaches a junction, a minimum length of 10m with a gradient of
not greater than 1:50 shall be provided before meeting the junction (see Figure 7.7 below). Otherwise a flat road of
10m shall be provided.

< 1 : 50 Existing Road

> 1 : 30

Min. 10m

Figure 7.8 Longitudinal Gradient

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Notes

A minimum length of 40m rigid pavement should be provided for all roads at the junction of a public residential
development (such as HDB roads) and a length of 50m rigid pavement for all roads at the junction of an industrial
estate.

The rigid pavement starts at the stop line of the approach roads at junctions.

The Cross Sectional plans, in A1 size drawing shall show the positions, dimensions and details of the construction of
carriageway, kerbs, footpath, sidetables, scupper drains and roadside drains etc. within road reserves or the
boundaries of the new street.

The Cross Sectional plans shall have a separate right-hand-side column and a bottom row for neater and systematic
presentation.

a) The 9cm wide right-hand-side column is used to indicate the following:

 Project title
 Drawing title & numbers
 Developer’s endorsement
 Professional Engineer’s endorsement etc.

b) The 6-cm wide row at the bottom is for the following:

Notes

The Notes comprises of general notes & requirements relevant to the displayed cross-sectional details. A sample is

Notes

1. The design of structure not in accordance to LTA’s Standards require PE’s endorsement and detailed calculations based
on the site conditions.
2. Pedestrian aluminium alloy safety railing are to be painted grass green in colour paint code is RAL Standard: RAL 5002
grass green.
3. Surface of interval walls /soffits of the box culvert are to be treated with a coat of anti-carbonate such as Alkyl Silane or
Silane Silaxane penetrating sealor 10 to protect against chloride ingress.

4. The following concrete grades shall be used unless otherwise stated in the LTA’s Standard drawings:
Reinforced concrete – grade 40
Mass concrete – grade 20
Lean concrete – grade 15

5. The last layer of 500mm of sub-grade material shall have a minimum soaked CBR of 5% and shall be compacted to
minimum of 95% of maximum dry density. The minimum compaction for sub-base material shall be 95% and for base
course material shall be 98% of the maximum dry density using the modified AASHTO compaction test or test 13 of BS
1377.
Table 7.5 Notes
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Reference Notes to Standard Details of Road Elements.

The table lists down the LTA’s standard detailed drawings relevant to the proposed road related features within road
reserve shown on the cross-sectional plan. For example, when one indicates the flexible pavement type 3, pedestrian
gratings with chequer plates standard drawing numbers in the Reference table, one need not show the structural
details in the drawing.

Reference to Standard Details of Road Elements

Note Description Drawing no.
1 Pedestrian grating (with chequer plate) LTA/RD/SD99/GRA/2
2 Type K2 PC. C kerb LTA/RD/SD99/KER/1A
3 Footpath ramp (side road) LTA/RD/SD99/KER/9A
4 Footpath ramp (driveway) LTA/RD/SD99/KER/10A
5 Cast in situ box culvert LTA/RD/SD99/DRA/2
6 Aluminium rung LTA/RD/SD99/DRA/4A
7 Precast U-drain and slabbed over U-drain LTA/RD/SD99/DRA/4A&5A
8 PC. C. Drop-inlet chamber LTA/RD/SD99/DRA/7E
9 Flexible pavement (Type III) for local access LTA/RD/SD99/PAV/4A
10 Soil aeration LTA/RD/SD99/PNR/2A&3

Table 7.6 Example of Reference to Standard Details of Road Elements

The following types of typical cross sections of proposed roads shall be shown on plan:

 Typical Road Section with Normal Crossfall (Section A)

 Typical Superelevated Road Section (Section B)

 Typical Entrance Culvert Section (Section C), where applicable

 Typical Cul-de-sac Section (Section D), where applicable

 Typical RC Sump Section (Section E)

In each of these typical cross sections, the following information shall be shown:

 drawing title
 scale
 reference section number.
 details of the standard road elements can be annotated by pointers like “See Note…..”
 line of Road Reserve Line
 a uniform dimensioning and detailing system
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a) Cross section with normal crossfall

ROAD RESERVE LINE /

ROAD RESERVE LINE /

BOUNDARY LINE

BOUNDARY LINE
TREE PLANTING TREE PLANTING
FOOTPATH STRIP/ CARRIAGEWAY STRIP/ FOOTPATH

CUM VERGES & VERGES & CUM

DRAIN SERVICES SERVICES DRAIN

1: 40 1: 30 1: 30 1: 40

DROP INLET CHAMBER

SEE NOTE 8
PROPOSED 700 U-
DRAIN
SEE SECTION C-C

Figure 7.9 Cross Section With Normal Crossfall

 The gradients shall be indicated clearly on the drawings

 The widths of the road sidetable and the road carriageway shall indicated clearly

 Details of the standard road elements such as the drop inlet chambers shall be annotated by pointers as “See
Note 8”

 The Road Reserve Lines and boundary lines shall also be indicated clearly on the cross-section.

 The enlarged details of a section could be indicated as ‘see other sections’. In the above example, it is indicated
as ‘see section C-C for details of the proposed 700 U drain’

 Openings are required along the scupper pipe if length of scupper pipe exceeds 5m
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b) ROAD RESERVE LINE /

Typical cross section for super elevated road

ROAD RESERVE LINE /

BOUNDARY LINE

BOUNDARY LINE
TREE PLANTING TREE PLANTING
FOOTPATH STRIP/ CARRIAGEWAY STRIP/ FOOTPATH 600

CUM VERGES & VERGES & CUM

DRAIN SERVICES SERVICES DRAIN
CROSSFALL 1: 40
1: 40
1
2

Figure 7.10 Cross Section For Super Elevated Road

The section shows a typical superelevated road cross-section at a road bend. Some of the differences from the
typical normal crossfall road are as follows:

 Crossfall is sloping towards the inner curve of the horizontal curve (i.e. the smaller arc length of the road bend).
The crossfall for super-elevation depends on the road design speed and the radius of the horizontal curve.
Please refer to Civil Design Criteria for details.

 Widths of the carriageway & sidetable are adjusted to allow a wider carriageway width at the road bend. For the
above case, the carriageway width is widened by 300mm for each direction and the planting verge width is
reduced accordingly.

Note
For some cases, the width of the road reserve would be increased meaning taking in more land from the adjacent
sites for the road widening, therefore retaining the standard sidetable width.

Slope beside proposed covered drains (See Figure 7.10)

 Where the height of cut & fill are 2 metres or more, the slope shall not be steeper than a ratio of 2 horizontal to
1 vertical. Slopes steeper than the above may require soil investigations and analysis by PE before deeming it to
be acceptable.

 The 600mm level berm indicated in Figure 7.10 serves as a buffer for any soil erosion from the slope getting
directly onto the footpath, which may inconvenience pedestrians.

 Alternatively, the PE may provide retaining wall system outside the road reserve, with permission of the land
owner. LTA shall only maintain the retaining wall that is supporting the road.
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c) Typical section of entrance culvert

ROAD RESERVE LINE /

BOUNDARY LINE

W
T T Gradient of En
trance

Figure 7.11 Typical Section of Entrance Culvert

The PE could exercise flexibility in the design of proposed road related features within road reserves. The PE shall
ensure the structural integrity of all such features with detailed drawings and calculations based on the site
conditions. The Standard Details of Road Elements could be used by the PE for the proposed submission or as a
guide in PE’s design of the proposed road features.

 For this section, the PE shall design the structural details of the reinforced concrete culvert. The widths,
dimensions and gradient of entrance approach shall be indicated.

 The corbel details could also follow the standards shown in the Standard Details of Road Elements.
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d) Typical section of cul-de-sac

1000 DRAIN 1000 DRAIN

CUM CUM
FOOTPATH 5500 FOOTPATH

PEDESTRIAN GRATING
C/W CHEQUER PLATE

PROP 700 WIDE

COVERED
U DRAIN CULVERT AND
FOUNDATION
TO PE’S DESIGN

Figure 7.12 Typical Section of Cul-de-sac

Whenever a cul-de-sac is proposed in a site plan, a cross-section detail should indicate the widths of footpaths and
carriageway. The above section shows a typical example of a cul-de-sac section.

e) Typical section of RC sump

150 1000 SQ. SUMP 150

Figure 7.13 Typical Section of RC Sump

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 The PE shall also design and show the structural details of the proposed reinforced concrete sump within road
reserve.

 The standard aluminium rungs shall also be shown.

 It would be advisable to use geocomposite sub-soil drain to be riveted at 1.2m c/c throughout length of wall
(with reference to the LTA Standard Details for Road Elements) rather than to use the hardcore packing
throughout the wall length. This is to facilitate the construction works on site.

The more common types of road pavements are described below. Please refer to the Standard Details of Road
Elements and the Materials & Workmanship Specifications for more information.

 Flexible pavement (Type I) for expressways, semi-expressways, arterial roads or industrial roads

B
C

A - 50mm thick bituminous wearing course (mix classification SMA) shall be of 60/ 70 penetration with minimum 4.5% and
maximum 5.5% soluble bitumen content (to LTA’s standard) and shall be laid with a mechanically spreader. Laying a wearing
course is to be included in Final Premix Surfacing Contract only.

B - 120mm thick bitumen binder course (mix classification B1) shall be of 60/ 70 penetration with minimum 4.5% and
maximum 5.0% soluble bitumen content (to LTA’s standard) and shall be laid with a mechanically spreader.

C - 250mm thick base course shall be of graded granite aggregate and shall be laid in 2 layers, each at 125mm thk. The base
course material shall be compacted to minimum 98% of the maximum dry density using the modified AASHO Compaction Test
or Test 13 of BS 1377.

D - 300mm consolidated thickness of sub-base shall be quarry waste or equivalent shall be compacted to minimum of 95% of
the maximum dry density maximum obtained using the modified AASHO Compaction Test or Test 13 of BS 1377 and shall have
a minimum soaked CBR of 30%.

E - The last layer of 500mm thick sub-base material of sub-base shall have a minimum soaked CBR of 5% and shall be
compacted to minimum of 95% of maximum dry density modified AASHO Compaction Test.

Figure 7.14 Flexible pavement (Type I) for Expressways, Semi-expressways, Arterial Roads or Industrial Roads
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 Flexible pavement (Type II) for primary access roads

Asphaltic Wearing

40
90 Asphaltic Base

200 Graded Granite Aggregate

Base Course
300 Sub-base Material

Subgrade

Figure 7.15 Flexible Pavement (Type II) For Primary Access Roads

 Flexible pavement (Type III) for local access roads

Asphaltic Wearing Course

25
Asphaltic Base Course
75
Graded Granite Aggregate
200
Sub-base Material
200
Subgrade

Figure 7.16 Flexible Pavement (Type III) For Local Access Roads
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 Reclaimed land

A
B
C

D
E

A - 75mm thick wearing course using stone mastic asphalt (SMA) with polymer modified of performance grading not
less than PG-76.

B - 120mm thick base course (B1) with the addition of a bitumen additive at the rate of 8% by weight of the total
bitumen content. The bitumen additive shall be high in asphaltenes (not less than 70%) and nitrogen compounds
(not less than 3%). One such additive available in the market carries the trade name of “Gilsonite”.

C - 400mm thick base course shall be of graded granite aggregate and shall be laid in 3 layers: 2 layers at 130mm
thick and 1 layer at 140mm thick. The base course material shall be compacted to minimum 98% of the maximum
dry density using the modified AASHO compaction test or Test 13 of BS 1377.

D - 400mm consolidated thickness of sub-base shall be quarry waste or equivalent shall be compacted to minimum
of 95% of the maximum dry density maximum obtained using the modified AASHO Compaction Test or Test 13 of BS
1377 and shall have a minimum soaked CBR of 30%.

E - The last layer of 500mm thick sub-base material of sub-base shall have a minimum soaked CBR of 5% and shall
be compacted to minimum of 95% of maximum dry density modified AASHO Compaction Test.

Figure 7.17 Reclaimed Land

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The figures below explains the points to take note when preparing plans for frontage improvement along proposed
developments.

 Development Frontage (With Road Widening Plot)

Boundary Line

+102.99
+103.19
EXT’G MH 1
101.62inv
+103.08 +102.96
+102.95 +102.92
103.20 +102.94 Road Reserve Line

2
Footpath +103.06 103.20 102.05inv Existing Covered Drain
Turf +102.92 +103.02
+103.03 +102.94 +103.01
LP
+102.99
+103.02

Legend

Plot 1 Landed house development

Plot 2 Road widening plot to be vested to State

Figure 7.18 Details of Frontage Improvement to Development

 Show boundary line

 Show Road Reserve Line
 Show road widening plot
 Show legend for road widening plot
 Show footpath and kerbline
 Show existing turf area
 Show existing open/covered drains
 Show existing drop inlet chambers
 Indicate existing road levels, proposed culvert & internal platform levels
 Show existing lamp posts, OG box, traffic signs, manholes
 Show existing traffic markings, road hump, zebra crossing
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 Development Frontage (With Road Widening Plot)

Boundary Line

+102.99
+103.19
EXT’G MH 101.62inv 1
+103.08 +102.96
+102.95 +102.92
103.20 +102.94
Meter Road Reserve Line

2 PL 103.20

Footpath R R 102.05inv Existing Covered Drain

Gradient of +103.02
Turf +103.03 +102.92 +103.01
LP LPramp
+102
+10 +102.99

Width of Access

Figure 7. 19 Details of Frontage Improvement to Development

 Show road features to be deleted in dotted yellow lines

 Show proposed road features in magenta
 Proposed covered drain to set back and abut road reserve line
 Indicate width of proposed access
 Indicate proposed turning kerb radius
 Show gradient of proposed entrance approach
 Proposed top level of culvert to be higher than road level
 Show location of meter compartment
 Show proposed location of lamp post affected by proposal
 Show proposed drop inlet chamber at tangent points of turning radius
 Show position of side gate, if any
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 Development Frontage (Without Road Widening Plot)

Boundary Line

103.19 102.99
101.62inv 102.96
103.08
102.95 +102.95
103.2 +102.92
+102.9 Road Reserve Line
Footpath 102.05in
+103.0
103.06+102.94 600mm Culvert
Turf
Existing culvert to be +102.92
+
103.02 retained?
+ 103.03 + 103.01

Figure 7.20 Development Frontage (without Road Widening Plot)

 Show boundary line

 Show Road Reserve Line
 Show existing kerbline
 Show existing turf area
 Show existing footpath of adjacent building
 Show existing open/covered drain
 Show existing drop inlet chambers
 Indicate existing road levels, proposed culvert & internal platform levels
 Show existing lamp posts, OG box, traffic signs, manhole & meter compartment
 Show existing traffic markings, road hump, zebra crossing
 Annotate on plan whether the existing culvert is to be retained or is there any proposed works within the road
reserve

Figure 6.1
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 Development Frontage (Without Road Widening Plot)

Boundary Line

103.19 102.99
Adjacent Building
101.62inv 102.96
103.08
102.95 +102.95
103.2 +102.92
+102.9 Road Reserve Line
Footpath 103.2
+103.0
103.06 +102.94 600mm Culvert
Turf R Gradient +102.92

+ 103.03 103.02 + 103.01

Width of access +102.9

Figure 7.21 Development Frontage (without Road Widening Plot)

 Show road features to be deleted in dotted yellow lines

 Show proposed road features in magenta
 Indicate width of proposed access
 Indicate proposed turning kerb radius
 Indicate the gradient of entrance approach
 Proposed top level of culvert to be higher than existing road level. Otherwise, cut off drain to be provided
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 Site Plan

LTA

Project title:
Project title

• Provide title block with project caption, Owner/Applicant:

name, address and contact number of Name & address of

owner
owner and architect Sign:

• Show location plan

• Show site plan

Sign:
Site Plan
Dwg No.: Date:

Scale 1:100 Scale: Drawn:

File No. Sheet: Rev.

Figure 7.22 Site Plan

 First Storey Plan

LTA

Project title:

Project title

Owner/Applicant:

Name & address of

owner
Sign:

Second Storey Plan Roof Plan

road name Scale 1:100 Scale 1:100

First Storey Plan

Show 1st Storey plan Sign:

Dwg No.: Date:

Scale 1:100 Scale: Drawn:

File No. Sheet: Rev.

Figure 7.23 First Storey Plan

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 Cross-section and Elevation Plans

LTA

Front Elevation
Section X-X
Scale 1:100
Scale 1:100

Project title:

Project title

Owner/Applicant:

Name & address of

owner
Sign:

Side Elevation Rear Elevation

Scale 1:100
Scale 1:100

Sign:
Show cross sections Dwg No.: Date:
Scale: Drawn:
File No. Sheet: Rev.

Figure 7.24 Cross-section and Elevation Plans

 Topographical Survey Plan

LTA

Section A-A1
Scale 1:50

Section B-B1
Scale 1:50

Project title:

Project title

Owner/Applicant:

Name & address of

owner
Sign:

Topographical Survey Plan

Scale 1:100
Submit topographical survey Sign:

Dwg No.: Date:

Scale: Drawn:
File No. Sheet: Rev.

Figure 7.25 Topographical Survey Plan

This chapter outlines the process of safeguarding of road reserve lines and the various standards
adopted for road geometry (cross-section, junction layout, cul-de-sac layout etc).

Encumbrance Generally refers to private structures that encroaches into the road
reserve.

Vest in the Sate To convert the status of the land lot from Private to State Land.
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Road reserve lines are safeguarded for -

 road widening

 proposed roads, e.g. expressways and arterial roads

 road interchanges and traffic junctions

 bus-bays and other road facilities; and

 access to plots of land

Information on road reserves lines is available to the public via the Road Line Plan (RLP). The extent of road reserve
lines affecting a particular land lot is shown in the RLP. The RLP may be purchased from the convenience of home or
office via the Internet.

You may visit LTA’s website at http://www.lta.gov.sg or Integrated Land Information Service (INLIS) website at
http://www.inlis.gov.sg to make a purchase.

1C
900
00-9
MK
Part of land required
as Road Reserve

2L
900
00-9
Lot no of cadastral MK

lots applied for Line of Road Reserve

3K
900
00-9
MK

Name of road

5 Roads may be categorised from ‘1’ to ‘5’ or

CAT
not at all. The purpose of the category is for
the developer/architect to establish the
buffer requirements. QPs may liaise with
URA on buffer requirements.

Figure 8.1 Sample of a Road Line Plan

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Generally, the future demand for road space depends on the generated traffic volume, which in turn depends on the
scale, intensity and type of land use. In terms of width of road reserve, the safeguarding criteria are generally as
given in the following sections.

The road reserve width of roads within private residential estates is generally 15.4m as shown in table 8.1 below.
The standard cross-section details for existing roads that have been constructed based on a 12.2 m or 14.2 m road
reserve can be found in Appendix 8D. This is made available for reference only and all new local access roads in
private estates shall follow the 15.4m road reserve. The road reserve width of service road shall be either 7.6m or
10m depending on its location.

Function Development Type Width of Road Reserve

Local Access Detached / Semi-Detached / Terrace 15.4m
Service Roads (i) All Types 7.6m
(ii) Within central area 10m

Table 8.1 Road Reserve Width For Residential Estate Roads And Service

Notional alignments of expressways and locations of road interchanges are formulated in land use and
transportation studies. An expressway reserve is either 45.5m wide for a dual three-lane carriageway or 52.9m wide
for a dual four-lane expressway. At expressway interchanges and junctions, the required road reserve varies and is
dependant on the design layout.

Where facilities such as bus-bay, pedestrian overhead bridge and underpass are to be catered for, the road reserve
lines would be extended to safeguard the additional land area required.

A splay corner is required at the intersections of roads so that motorists’ view of the oncoming traffic will not be
obscured. Provision of a splay corner shall be as follows:
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Type of Roads Dimension of Splay Required

Roads in industrial area 9m x 9m

Roads in residential area 3m x 3m
Roads in residential area (meeting major roads) 6m x 6m

Service roads and backlanes 3m x 3m

Table 8.2 Dimension of Splay Corner For Various Road Types

Where a development proposal is affected by Road Reserve Line, the developer is required to setback his
development boundary. The developer is also required to reconstruct the culvert and roadside drains to abut the
Road Reserve Line. This would minimise disruption to his property when the relevant authorities carry-out any
upgrading works in the future.

For proposals involving additions and alterations works only, the developer will not be required to setback his
boundary. However, no new structures shall be allowed within the road reserve.

In addition, the developer is required to vest the affected portion of land to the State without the State or the LTA
making any payment or giving any consideration whatsoever for the same with vacant possession and free from
encumbrances prior to the issue of the Certificate of Statutory Completion (CSC). For the purpose of vesting the
affected portion of land, the developer is required to submit a copy of the approved Subdivision Plan under Section
14(4) of the Planning Act and a copy of the Certified Plan before handing over the completed streets or frontage
improvements.

A road reserve consists of a carriageway, tree-planting strip, verge for services, roadside-drain cum footpath and a
centre median. A list of cross-sections for the various types of road reserves are shown in Appendix 8A to 8E.

At the end of a no-through road (dead-end), a cul-de-sac may be provided to facilitate turning for long vehicles.
Generally, a cul-de-sac has to be provided for all industrial roads. The various types of cul-de-sacs are shown in
Appendix 8F & 8G

A typical arrangement of the various types of junction layout are shown in Appendix 8H to 8L
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ROAD RESERVE

1.50 2.00 3.00 CARRIAGEWAY 4.00 CARRIAGEWAY 3.00 2.00 1.50

FOOT- TREE VERGES & CENTRAL VERGES & TREE- FOOT-

PATH PLANT- SERVICES MEDIAN SERVICES PATH
CUM ING CUM
DRAIN STRIP DRAIN
1: 40 1: 40
1: 30 1: 30

Number of Lanes Central Carriage-way Verge & Tree Footpath Cum Road
Divider (m) Services Planting Drain Reserve
(m) (m) (m) (m) (m)
8 4.00 2 x 14.20 2 x 3.00 2 x 2.00 2 x 1.50 45.40
6 4.00 2 x 10.80 2 x 3.00 2 x 2.00 2 x 1.50 38.60
4 4.00 2 x 7.40 2 x 3.00 2 x 2.00 2 x 1.50 31.80

Figure 8.1 Dual - Carriageway Roads

ROAD RESERVE

1.50 2.00 CARRIAGEWAY 2.00 1.50

FOOPATH TREE VERGES & VERGES & TREE FOOPATH

CUM PLANTING SERVICES SERVICES PLANTING CUM
DRAIN STRIP STRIP DRAIN

1.20 1.20
1: 40 1: 30 1: 30 1: 40

Number of Carriageway Verge & Tree Central Footpath Drain Road

Lanes (m) Services Planting Divider Cum Drain (m) Reserve
(m) (m) (m) (m) (m)

4 2 x (3.7 + 3.7) 2 x 1.90 2 x 2.00 0.60 2 x 1.50 2 x 1.20 26.20

2 10.00 2 x 2.20 2 x 2.00 - 2 x 1.50 2 x 1.20 21.40

Figure 8.2 Divided / Un-divided Two-Way Roads

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ROAD RESERVE

1.50 2.00 2.20 CARRIAGEWAY 2.20 2.00 1.50

FOOPATH TREE VERGES & VERGES & TREE FOOPATH

CUM PLANTING SERVICES SERVICES PLANTING CUM
DRAIN STRIP STRIP DRAIN

1.20 1.20
1: 40 1: 30 1: 30 1: 40

Number of Carriageway Verge & Services Tree Planting Footpath Cum Drain Drain (m) Road Reserve
Lanes (m) (m) (m) (m) (m)

2 7.40 2 x 2.20 2 x 2.00 2 x 1.50 2 x 1.20 18.80

3 11.10 2 x 2.20 2 x 2.00 2 x 1.50 2 x 1.20 22.50

4 14.80 2 x 2.20 2 x 2.00 2 x 1.50 2 x 1.20 26.20

5 18.50 2 x 2.20 2 x 2.00 2 x 1.50 2 x 1.20 29.90

Figure 8.3 One-way Traffic Roads

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31.80m ROAD RESERVE

1.50 2.00 3.00 CARRIAGEWAY 4.00 CARRIAGEWAY 3.00 2.00 1.50

FOOT- TREE VERGES & CENTRAL VERGES & TREE FOOT-

PATH PLANT- SERVICES MEDIAN SERVICES PLANT- PATH
CUM ING ING CUM
DRAIN STRIP STRIP DRAIN
1: 40 1: 40
1: 30 1: 30

Figure 8.4 Dual-Carriage Way Roads

26.20m ROAD RESERVE

1.50 2.00 2.20 14.80 2.20 2.00 1.50

FOOPATH TREE VERGES & CARRIAGEWAY VERGES & TREE FOOPATH

CUM PLANTING SERVICES SERVICES PLANTING CUM
DRAIN STRIP STRIP DRAIN

1.20 1.20
1: 40 1: 30 1: 30 1: 40

Figure 8.5 Undivided Two-Way Roads (4 Lanes)

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21.40m ROAD RESERVE

1.50 2.00 2.20 10.00 2.20 2.00 1.50

FOOPATH TREE VERGES & CARRIAGEWAY VERGES & TREE FOOPATH

CUM PLANTING SERVICES SERVICES PLANTING CUM
DRAIN STRIP STRIP DRAIN

1.20 1.20
1: 40 1: 30 1: 30 1: 40

Figure 8.6 Undivided Two-Way Roads (2 Lanes)

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Major Arterial Roads

ROAD RESERVE

1.50 2.00 3.00 4.00 3.00 2.00 1.50

FOOT- TREE VERGES & CARRIAGEWAY CENTRAL CARRIAGEWAY VERGES & TREE FOOT-
PATH PLANT- SERVICES MEDIAN SERVICES PLANT- PATH
CUM ING ING CUM
DRAIN STRIP STRIP DRAIN
1: 40 1: 30 1: 30 1: 40

Number of Central Carriage-way Verge & Tree Footpath Cum Road

Lanes Divider (m) Services Planting Drain Reserve
(m) (m) (m) (m) (m)
4 4.00 2 x 7.40 2 x 3.00 2 x 2.00 2 x 1.50 31.80
6 4.00 2 x 10.80 2 x 3.00 2 x 2.00 2 x 1.50 38.60

Figure 8.7 Dual-Carriage Way Roads

Primary Access Road

26.20m ROAD RESERVE

1.50 2.00 1.90 7.40 0.60 7.40 1.90 2.00 1.50

FOOPATH TREE VERGES & VERGES & TREE FOOPATH

CUM PLANTING SERVICES SERVICES PLANTING CUM
DRAIN STRIP STRIP DRAIN

1.20 1.20
1: 40 1: 30 1: 30 1: 40

Figure 8.8 Divided Two-Way Roads (4 Lanes)

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18.00m ROAD RESERVE

1.00 3.00 10.00 3.00 1.00

CARRIAGEWAY
1.50 1.50
1: 40 1: 40
1: 30 1: 30

FOOTPATH VERGES & VERGES & FOOTPATH

CUM TREE TREE CUM
DRAIN PLANTING PLANTING DRAIN

Figure 8.9 Undivided Two-Way Roads

15.40m ROAD RESERVE

1.00 3.00 7.40 3.00 1.00

1.50 CARRIAGEWAY 1.50

1: 40 1: 40
1: 30 1: 30

FOOTPATH VERGES & VERGES & FOOTPATH

CUM TREE TREE CUM
DRAIN PLANTING PLANTING DRAIN

Figure 8.10 Undivided Two-Way Roads

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The cross-sections of existing roads in residential area for private housing that have been constructed based on 14.2m or 12.2m
road reserve is given below. This is made available for reference only and all new local access roads in private estates shall
follow the 15.4m road reserve.

14.20m ROAD RESERVE

1.00 2.40 7.40 2.40 1.00

CARRIAGEWAY
1.20 1.20
1: 40 1: 40
1: 30 1: 30

FOOTPATH VERGES & VERGES & FOOTPATH

CUM TREE TREE CUM
DRAIN PLANTING PLANTING DRAIN

Figure 8.11 14.2m Road Reserve

12.20m ROAD RESERVE

1.00 1.60 6.60 1.60 1.00

CARRIAGEWAY
1.20 1.20
1: 40 1: 40
1: 30 1: 30

FOOTPATH VERGES & VERGES & FOOTPATH

CUM TREE TREE CUM
DRAIN PLANTING PLANTING DRAIN

Figure 8.12 12.2m Road Reserve

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7.60m

0.75 6.10 0.75

1:30 1:30

Figure 8.13 Front / Rear Service Road

10.00m

1.50 7.00 1.50

1:30 1:30

Figure 8.14 Service Road in Central Area

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37.00 15.00

15.20
.00
R14
R5

15.00 1.00 .00

R20 R20
.00 .00
41.40

R6.10
R20
R2.00 .00
15.00

26.20
14.80
R5
.0 0

Figure 8.15 Cul-de-sac for 26.2m wide Road

37.00 15.00
20.00
0
.0
R5

1.00 R12
15.00

.00
R20 R18
.00 .00
41.40

R6.10

R18
R2.00 .00
15.00

21.40
10.00

R5
.00

Figure 8.16 Cul-de-sac for 21.4m wide Road

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5.0 7.5 5.0 5.0

5.0 5.0 7.7

11.0
15.4
7.7

11.0
5.0 7.5
L > 50m
L > 50m

5.0 7.5 5.0 5.0

5.0 5.0 7.1 7.1

11.0
14.2

11.0
5.0 7.5
L > 50m
L > 50m

5.0 7.5 5.0 5.0

5.0 5.0 6.1 6.1

11.0
12.2

11.0

5.0 7.5
L > 50m
L > 50m
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5.0 7.5 5.0 5.0

5.0 5.0 5.55 5.55

11.0
11.1

11.0
L > 50m 5.0 7.5

L > 50m

Figure 8.17 Cul-de-sac for Various Type of Roads

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1.0

4.0 3.0 3.0 4.0 4.0

30.0
20.0

4.0 5.0 5.0 4.0

Figure 8.18 18.0m Road Reserve at Junction

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For the angle of slip road setting Note: Traffic Island shall
CL
out, please refer to Civil Design have a minimum area of 32m2
Criteria

1.0
1.5

5.7

5.7
R=
2 0

02
R=
The turning lane
shall be 70m long
or sufficiently long
to store the likely
70.0

number of vehicles
at any interval
waiting to complete
1.3
the turn, whichever
is greater. A 33.5
minimum of 30m
taper is required for
the transition. 5.7 3.3 3.7 3.4 3.3 3.4 3.7 5.7
30.0
20.0

5.4 3.7 3.7 3.7 3.7 5.4

0.6

26.2

Fig 8.19 26.2m Road Reserve At Cross Junction (With Slip Roads)
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CL

1.0
1.5

R=
1 5 1 5
R=

The turning lane

shall be 70m long
or sufficiently long
to store the likely
number of vehicles
70.0

at any interval
waiting to complete
the turn, whichever 30.2
is greater. A
minimum of 30m
taper is required for 1.3
the transition.
5.7 3.7 3.4 3.3 3.4 3.4 5.7
30.0
20.0

5.4 3.7 3.7 3.7 3.7 5.4

0.6
26.2

Fig 8.20 26.2m Road Reserve At Cross Junction (Without Slip Roads)
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For the angle of slip road setting Note: Traffic Island shall
out, please refer to Civil Design CL have a minimum area of 32m2
Criteria 2
1
R=3
0

5.7
5.7 2 0
R=
R=
51

The turning lane

shall be 70m long
or sufficiently long
70.0

R=30

to store the likely

number of vehicles
at any interval
waiting to complete
the turn, whichever
35.1
is greater. A
minimum of 30m
taper is required for 1.3
the transition. 6.5 3.3 3.7 3.4 3.3 3.4 3.7 6.5
30.0

6.5 3.7 3.7 4.0 3.7 3.7 6.5

31.8

Fig 8.21 31.8m Road Reserve At Cross Junction (With Slip Roads)
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For the angle of slip road setting Note: Traffic Island shall
CL have a minimum area of
out, please refer to Civil Design
Criteria 32m2
2
1
R=3
0
R=

5.7
1 5 5.7

The turning lane

20
R=
shall be 70m long
or sufficiently long
to store the likely
R=30

number of vehicles
70.0

at any interval
waiting to complete
the turn, whichever
is greater. A 41.9
minimum of 30m
taper is required for
the transition. 1.3
6.5 3.3 3.7 3.4 3.4 3.3 3.4 3.4 3.7 6.5
30.0

6.5 3.7 3.4 3.7 4.0 3.7 3.4 3.7 6.5

38.6

Fig 8.22 38.6m Road Reserve At Cross Junction (With Slip Roads)
This chapter provides a guide to developers and transport professionals on the requirements of a
Traffic Impact Assessment (TIA).

Delay the amount of time it takes to traverse a given road facility minus the
amount of time it would take to traverse that road facility at the posted
speed limit if there were no interference.

Level of service (LOS) a qualitative measure describing the operational conditions within a
traffic stream. The LOS standards adopted internationally use the letters
A through F, with A being the best and F being the worst.

Degree of saturation (DOS, also referred to as volume-to-capacity ratio, or v/c): a measure of

the amount of traffic on a given road facility in relation to the amount of
traffic the road facility was designed to handle.

Highway Capacity Manual a publication of the Transportation Research Board (TRB) in

(HCM) the United States. It contains concepts, guidelines, and computational
procedures for computing the capacity and quality of service of various
road facilities. Since its first version published in 1965, HCM has been
updated regularly over the years and being applied internationally.
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Passenger Car Equivalent a metric used to assess traffic-flow rate. A PCE is essentially
(PCE) the impact that a mode of transport has on traffic variables (such
as headway, speed, density) compared to a single passenger car.

Back of queue: the distance between the stop line of a signalized intersection and
the farthest reach of an upstream queue. The vehicles previously
stopped at the front of the queue are counted even if they begin
moving.

Peak flow factor the ratio of the average demand flow rate in the total flow period
to the demand flow rate in the peak flow period.

Saturation flow rate the maximum volume of vehicles from a lane group that would
pass through in one hour under the prevailing traffic and roadway
conditions if the lane group was given a continuous green signal
for that hour. This assumes that there is a continuous queue of
vehicles with minimal headways.
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This chapter provides a guide to assist developers (and transport professionals who are so engaged) required to
submit a Traffic Impact Assessment (TIA) report in accordance with LTA’s stipulated requirements as described in
section 9.2 below.

The purpose of a TIA is to identify the transportation impacts of a new development / redevelopment on the
surrounding transport network and recommend necessary measures to mitigate the negative impacts. The scale of
the impacts is dependent on the type, size and location of the development and may vary from localised impacts
such as at its access point(s) and nearby road intersections for the smaller developments to regional impacts for the
larger ones.

The provision of an adequate transportation network near a proposed development benefits those accessing the
development as well as the community at large. Design oversights with regard to site access and circulation can
lead to operational challenges if left undetected. Traffic impact studies help in the early identification of such
potential problems and can thus help avoid expensive remedial actions if the challenges are addressed upfront in
tandem with the implementation of the development. In addition, a TIA assists LTA to better plan and design the
transportation system by enabling it to anticipate incremental traffic impacts of each new development on the
overall road network.

It is also important to ensure that due consideration is given to the needs of pedestrians and cyclists in the upfront
design of the development and that the vehicular traffic does not come into conflict with pedestrians and cyclists.

The purpose of this document is therefore to:

 Assist developers (and transport professionals who are so engaged) by outlining the requirements and the level
of detail required for the study; and

 Provide greater clarity, maintain uniformity and consistency in the preparation and evaluation of traffic impact
studies to expedite the approval of development applications.

In general, a TIA is required to be submitted if the type and size of the proposed development meets one or more of
the criteria stipulated in Annex A. The size of the development reflects the level at which the development is likely to
generate sufficient additional traffic that is likely to impact on the surrounding road network.

Because of the difference in the type, size and location of a development(s), it is not practical to describe a single
scope of work that can be applicable for all proposals. The document is therefore intended to serve as a guide for
developers and consultants who are strongly encouraged to discuss and review their scope of work with the LTA
before proceeding with their studies.
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The transportation impacts of the development shall be evaluated by a professional transportation firm appointed by
the developer. The consultant should ensure (a) accuracy and validity of all information and assumptions to be used
in the study and (b) discuss the project scope with LTA in advance of preparing the study.

To assist in determining the extent of the TIA, developers, architects and traffic consultants are required to hold
discussions with the LTA on their study scope, and any specific requirements that may apply to the development
prior to commencing the study. Such a discussion ensures understanding of relevant issues. Prior to the Scoping
Meeting, Developers are encouraged to provide LTA the development transport related information in order to
facilitate the discussion at scoping meeting. In addition, developers and/or consultants are also encouraged to
conduct a survey of the existing site condition and provide LTA with questions/clarifications before the meeting.

The issues discussed at the Scoping Meeting may include but not limited to:

 Study purpose and objectives,

 Proposed methodology and assumptions,

 Existing data intended to be used,

 Size of the study area and traffic intersections to be studied,

 Assessment years,

 Forecast background traffic volumes or growth rate to be adopted,

 Type of surveys to be undertaken e.g. intersection, travel time, origin-destination etc,

 Relevant peak hour(s) and site(s) for the conduct of traffic surveys,

 Derivation of trip generation rates,

 Whether traffic microscopic simulation/network assessment is required, and if required, what is the assessment
area(s) and assessment scenario(s) required,
 Proposed modelling tool(s) and parameters to be used,
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 LTA road and/or junction improvement plans for the study area to be taken into consideration as a base in the

analysis for corresponding assessment year(s),

 Intended location of development’s vehicular, pedestrian and cyclist access point(s), supporting cycling

facilities, parking provision and circulation,

 Whether public transport/pedestrian/cyclist analyses and/or development traffic operation plans are required

and to what extent,

 Whether there is a planned cycling path abutting the development,

 Whether there is a need for an Inception Report and/or Interim Report,

 Other requirements if any, that may apply to the proposed development.

A senior level representative of the developer and consultant shall attend the Scoping Meeting. This is to facilitate
clear understanding of the extent of the TIA to be done. Developers and/or consultants are advised to submit to LTA
the minutes of the Scoping Meeting based on the agreed timeline discussed at the Scoping Meeting.

After the scoping meeting, the consultant shall follow up with LTA to finalise the parameters used for the Traffic
Impact Assessment prior to preparation and submission of the TIA Report. The parameters include:

 Proposed trip generations

 Proposed traffic flow forecasts

 Vehicular traffic survey counts

 Pedestrian and cyclist survey counts

 Coding of base traffic layouts

 The following section outlines the information and assumptions that may be used to assist in the preparation of
TIA reports. The information should be used in conjunction with Annex B and Figure 9.3, which illustrates the
structure and contents of a standard TIA report.

 The report shall include a technical summary that is concise and clear on the study purpose, major findings,
conclusions and recommendations.

 Improvements recommended in the TIA are to be illustrated using appropriate plan(s) with sufficient detail to
substantiate their feasibility.

 Examples of summary tables with illustrated plan(s) that may be used in TIA reports are provided in Annex C.
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The objectives and purpose of the study are to be clearly stated. In addition, key issues, methodology, study
schedule and scope of work shall also be included. Where appropriate, LTA may require the submission of an
Inception Report. The Inception Report may include but not be limited to the following

 Study objectives and scope of work,

 Description of the proposed development, size, location of vehicular, pedestrian and cyclist access point(s),
parking provision and intended circulation, for vehicles, pedestrians and cyclists,
 Study area, roads and intersections,
 Existing landuse/transport network nearby,
 Assessment years,
 Study methodology and assumptions,
 Survey plan,
 Historical data / overseas data intended for use.

The consultant is required to obtain LTA’s endorsement of the inception report prior to commencing the study.

 Description of the proposed development including quantum, use and timeframe.

 The size of the study area will depend on the type, size and traffic condition in the vicinity of the development.
Generally, small developments that do not generate high volume of traffic are likely to have localised impacts so
the area to be studied may include own vehicular, pedestrian and cyclist access point(s) and the nearby major
intersections. In contrast, larger developments with higher volume of additional traffic may impact the road
network for a considerable distance from the site so a wider study area that may include already critical
intersections would be needed.

As a guide, the study area may be based on the extent of the impact of the development’s traffic using
preliminary estimation of traffic generation and assignment of development’s traffic onto the road network up
to major road/expressway or a point where development’s traffic contribution becomes less than 100pcu either
to or from the site in the peak hour or alternatively experiences 10% or more increase in traffic on any approach
leg to a junction due to the development’s traffic. This is provided as a guide and consultants are advised to
confirm the extent of the study area with LTA prior to commencing the study.

 Analysis of contextual site issues e.g. size, current use, vehicular, pedestrian and cyclist access point(s) etc.

 Description of the road geometry, pedestrian routes, cycling paths, bus stops and MRT/LRT stations near the
development.

 Appreciation of surrounding landuse and environs.

 A map with the location of the proposed development in relation to its surrounding road network and the overall
study area is to be included.
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 An assessment of all roads and junctions likely to be affected by traffic from the development during the peak
hours is to be undertaken. The junctions and peak hours to be assessed should be determined in consultation
with LTA during the Scoping Meeting. Identifications of existing traffic problems are to be supported by site
survey and photos.

 In circumstances where the development’s peak traffic generation occurs outside of regular commuting peak
hours, then periods to be surveyed should include both the adjacent road network peaks as well as the
development’s peak period(s) which may occur in the off-peak or during the weekend. This is to ensure that the
access points are able to accommodate the peak traffic generated by the development during its busiest period
(s).

 Generally, for commercial, industrial and residential developments, surveys are conducted in the morning and
evening weekday peak periods. Retail developments may require surveys during the weekend as well as
weekday. Traffic surveys are commonly carried out in 15 minute intervals and classified by vehicle type to
determine the profile of traffic changes within the peak hour. Traffic surveys should be undertaken on a typical
weekday excluding Mondays and Fridays unless specified or weekend (where applicable) and not be affected by
inclement weather or a public or school holiday period. The results of the surveys should be summarised with
the peak hours identified and graphically illustrated (in pcu/hr) within the main body of the report. Consultants
shall agree with the LTA on the intended survey location(s), period(s) and date(s), at least 3 working days prior
to the survey. Consultant is to seek LTA’s agreement on any change to the plan at least 1 working day prior to
the survey date, unless the change is due to unexpected incidents such as inclement weather or the occurrence
of a traffic accident at the survey site(s). During the intended survey period(s), LTA officers may selectively
undertake survey observations.

 The LTA may request for raw traffic survey data conducted by consultants. Consultants are to ensure that the
survey data are appropriately formatted and the raw data are to be kept for at least six months for LTA’s
possible audit purpose.

Due consideration shall be given for pedestrians’ and cyclists’ safety and needs in the design stage of all new
developments or redevelopments. The TIA needs to identify the major desired pedestrian lines and cycling route to/
from the development to MRT, bus stops or existing pedestrian/cycling network, based on shortest and most
convenient travel distance. A plan of the site showing the location of desired pedestrian lines and direct cycling
routes shall be provided in the report. The location of crossing facilities i.e. at grade crossing and grade separated
crossing shall match pedestrian movement needs with minimal diversion from the most convenient line.
Justifications would be required on why a proposed pedestrian or cyclist facility cannot be provided along the desired
line.

The provision of bicycle parking facilities shall be provided in accordance with LTA’s guidelines in Annex D.
Consultants are to review and propose the provision of cycling paths linking from the proposed development to the
existing/planned cycling tracks and MRT/LRT stations nearby.

The TIA shall also address pedestrian and cyclist safety in terms of visibility and sight distances at intersection,
entry/ exit points to the development and road crossings.
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The Walking and Cycling Plan (WCP) is an in-depth study of the pedestrian and cyclist accesses and routes. The WCP
will require the developer to consider the pedestrian and cycling connectivity in the upfront design of the
development. Direct and seamless connection to major transport nodes and related facilities shall be provided for
whenever possible.

A WCP is required to be submitted for Commercial and Retail Developments, Business Parks, and Schools that meet
the TIA criteria stipulated in Annex A. These are developments that are expected to generate high volume of
pedestrians and cyclists. Developments that do not fall under the criteria to submit WCP shall provide a pedestrian
and cyclist assessment as described in Section 9.6.5.

The WCP shall be prepared by the Traffic Consultant and the Qualified Personnel (Architect) appointed by the
developer. The design of the development and its connection to the surrounding directly affects the user experience
of pedestrians and cyclists. Therefore, it is important for the Architect engaged for the development project to work
closely with the Traffic Consultant in the preparation of WCP. The Qualified Personnel (Architect) shall design for
safe access and routing of pedestrian and cyclists to/fro the development and the surrounding major transportation
nodes , as well as within and between developments. To assist the consultants in the preparation of WCP, the
content to be included in WCP is summarized in Annex E. A preliminary WCP shall be submitted at pre-scoping stage
to facilitate the discussion at scoping meeting (See Annex F for the submission procedure of WCP).

 Pedestrian and cyclist routes shall be ideally located along the natural desired lines i.e. the most
direct path where possible. There shall also be seamless connections between developments to
transport nodes such as MRT station, bus stop and existing pedestrian/cycling network as shown in
Figure 9.1. Segregated paths for pedestrians and cyclists is preferred. Where there are site constraints,
shared path for pedestrians and cyclists can be considered.

Direct connection from MRT entrance Seamless connection to bus stops and MRT entrances

Figure 9.1 Examples of good practices

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 Vehicular access(es) of the developments shall be located away from major pedestrian and cyclist
routes, where the site permits. Where pedestrian and cyclist routes intersect with vehicular access
points, appropriate measures are to be adopted to safeguard pedestrian and cyclist safety. Any hard
structures such as concrete boundary wall / fencing is to be recessed in adequately to allow sufficient
line of sight between vehicles exiting the development & pedestrians / cyclists using the footpath /
cycling path. Alternatively, the boundary wall / fencing is to be constructed with porous material.

 Where existing footpaths / linkways / cycling paths are to be removed upon hoarding of the development
site, there should be provision of interim linkages during the construction phase of the development.

An assessment of pedestrian movement associated with the development shall be shown in the WCP. In addition to
the general considerations in Section 9.6.6.2 , other areas of consideration include:

 Provision of sheltered pedestrian routes to adjacent developments; surrounding pedestrian network and
major transport nodes eg. MRT and bus stops where adequate;

 Assessment of pedestrian numbers, capacity and performance of nearby pedestrian facilities including
walkways, stairways and crossings to substantiate the adequacy of the design to accommodate the
expected pedestrian demand;

 Pedestrian safety e.g. adequacy of sight distances at crossing facilities, conflict at driveways, cycling
paths, provision of slow points etc. Details of treatments at intersections, entry/exit points to the develop-
ment and road crossings shall be presented in a write-up with relevant drawing(s) and justifications in the
report; and

 There shall be provision of wayfinding signage directing pedestrians to the public transport nodes and
adjoining buildings within the development as shown in Figure 9.2. The signage shall be well-positioned
within the development and integrated with the overall development design. It is also recommended to
display the barrier-free and sheltered routes within and outside the development.

Figure 9.2 Example of a Wayfinding Signage Map

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An assessment of cyclists movement associated with the development shall be shown in the WCP. In addition to the
general considerations in Section 9.6.6.2 , other areas of consideration include:

 Where there is a planned cycling path abutting the development frontage(s) and the side table space is
sufficient, the developer is required to make good the side table with a 2m wide dedicated cycling path,
lane markings and lightings within the road reserve to extend/complete the existing cycling network. If the
surrounding cycling path network is not ready upon completion of the development , the developer shall
provide a widen footpath with embedded conduits for future cycling path lightings. LTA will complete the
cycling path finishing and the network in the future.

 Where there is a planned cycling path abutting the development frontage(s) and the side table space is
insufficient for a 2m wide dedicated cycling path, the existing footpath within the road reserve can be
converted into a 2.5m shared path with NParks’ acceptance of a narrower verge; or the existing footpath
can be widen and converted into a 2m dedicated cycling path with NParks’ acceptance of a narrower verge,
provided there is a covered walkway provision along the development frontage on the same level as the
converted cycling path.

 Provision of bicycle parking spaces within the development shall be based on the bicycle parking
guidelines in Annex D;

 Assessment of cyclist numbers, capacity and performance of associated cycling facilities such as shower
facilities, lockers, bike sharing facilities to accommodate the expected cyclists demand;

 Cyclist safety e.g. adequacy of sight distances at crossing facilities, conflict at driveways, pedestrian
paths, provision of slow points etc. Details of treatments at intersections, entry/exit points to the develop-
ment and road crossings are to be presented in a write-up with relevant drawing(s) and justifications
included in the report; and

 In addition to the wayfinding signage provided for pedestrians, there shall also be signage directing
cyclists to the facilities such as bicycle parking, shower facilities, lockers etc within the development,
especially when the facilities are provided at multi-locations.
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The assessment years generally include the opening year when the development is expected to be fully operational
and the design year which is typically five years thereafter. LTA may propose a different design year from the typical
definition according to respective study needs. For developments that are expected to be open in phases, a separate
assessment representing the expected completion date of each major phase may be required. Consultants are to
seek LTA’s advice on the assessment years to adopt for case specific development proposals.

Type Assessment Year

Single phase developments - Anticipated opening year assuming full occupation

Multiple-phases developments - Anticipated major phases of completion of the development

including the first and the last phases

Table 9.1- Assessment Years for New developments

In general, the background traffic volume can be estimated using the growth factor method for forecasts of up to
five years from the current year. Typical growth factors between 0.5% and 1.5% per annum may be considered
appropriate. Notwithstanding this, the location and proximity of the development to other major new developments
and/or new roads is likely to influence the extent of background traffic. Thus, other growth rates may be more
applicable in some circumstances. Consultants are required to consult with LTA to confirm on appropriate growth
rate(s) to be adopted for the estimation of background traffic.

Where applicable (e.g. longer future year forecasts, or, areas to have significant changes in landuse and/or
infrastructure), LTA may advise on the methodology to estimate the future background traffic.

Trip generation rates are to be based on survey(s) of similar development(s) agreeable to LTA. Such survey(s) data
shall have a maximum validity of not more than two years prior to the date of the TIA study. The survey information
including site(s), location(s), date(s) and time period(s) is to be included in the TIA report to substantiate
similarities.

For developments where a comparable site may not exist, trip generation may be estimated from first principles e.g.
employer numbers, number of visitors etc. based on the methodology agreeable to LTA.

For mixed developments such as retail/office or retail/residential where there may be interaction between various
land uses, a portion of the trips will be generated from within the development. The total traffic generation of the
development is likely to be lower than the sum of individual uses if the rates were derived from stand-alone
developments. A reduction in the development’s trip generation rate may be warranted when estimating additional
traffic on external roads.
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The choice of site(s) and the time of survey(s) to obtain trip generation survey rates, or the intent to use historical
trip/traffic generation survey data, shall be discussed at the Scoping Meeting and agreed by LTA prior to
commencing the study.

A description of the methodology used to distribute traffic is to be provided for LTA’s review. For most developments,
the distribution of development traffic may be based on the survey of an existing nearby development that is similar
to the proposed development. Where such development is unavailable, current travel patterns on nearby links and
intersections may be used to distribute traffic to/from the development onto the road network. For larger
developments or those likely to attract traffic from further afield, traffic distribution may be based on the area of
influence of the development e.g. retail centre catchment area or from an origin and destination study to assign the
development’s traffic to the appropriate routes.

Diagrams are to be included with clear indications of directional and turning distributions (in percentage) of the
proposed development trips onto the road network.

For mixed developments, different trip distribution for different components of the development may need to be
adopted to account for different travel behavior of users.

Developments located away from major public transport nodes are likely to have higher vehicular generation
compared to those nearer to public transport facilities. The trip generation rates shall therefore account for the
differences in level of public transport accessibility to ensure relevance. Adjustments to the trip rates will be
required where level of public transport accessibility is significantly different. Modal split of a similar development
in a similarly located site with similar level of public transport service will provide useful information and should be
used wherever possible.

The TIA shall address alternative modes of travel and the provisions to cater for pedestrians and cyclists’ needs
(refer to Section 9.5.5).

 The assignment of traffic from the development shall be based on shortest travel time/cost in the peak periods
(where appropriate, LTA may request the inclusion of weekend peak period) and shortest travel distance/cost in
the off-peak periods. For larger developments, traffic assignment accounting for travel condition on available
routes needs to be considered. The appropriate methodology is first to be accepted by LTA.
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 On routes with ERP, the applicable rate is to be converted to generalised time and added to the travel time for
that route. LTA will provide the appropriate values of time for private and public vehicles.

 LTA may require the consultant to substantiate the routes chosen for the assignment using field travel time
and/or origin-destination surveys.

 A diagram with the routes and the assigned volumes (in pcu/hr) is to be included in the report.

 The methodology, assumptions and data adopted at each step of traffic forecasting shall be clearly reported.
Where appropriate, LTA may require the submission of an Interim Report. The Interim Report may include but not
be limited to the following:

- Traffic survey(s) conducted and results,

- Assessment of the existing traffic conditions,
- Background traffic forecasts for the assessment years,
- Development trip / traffic generation,
- Trip distribution (including diagrams as specified in Section 8.2),
- Modal split as applicable,
- Traffic assignment (including diagrams as specified in Section 10.4).

 The consultant is required to obtain LTA’s endorsement of the Interim Report before further processing of the
study.

The performance of the affected junctions shall be assessed using a commercially available intersection modelling
program. LTA uses the latest version of the aaSIDRA software. Consultants are advised to adopt the “Delay & v/c
(HCM 2010)” method to determine the level of service (LOS) for aaSIDRA intersection analysis. The performance
standards are shown in Table 9.3. In general, LTA will not accept intersection assessment outcomes produced by an
outdated version of the software, given that a newer version(s) has been available to users for more than two years.
The use of other types of software for analysis is acceptable provided that it can produce results comparable to
aaSIDRA. Consultants are advised to seek LTA’s approval on the suitable software to be used at the Scoping
Meeting.

LOS Average Delay Per Vehicle In Seconds (d) LOS

For v/c ≤ 1.0 For v/c > 1.0
Signalised Junctions Give Way / Stop Sign Junctions All intersection types
& Roundabouts
A d ≤ 10 d ≤ 10 F
B 10 < d ≤ 20 10 < d ≤ 15
C 20 < d ≤ 35 15 < d ≤ 25
D 35 < d ≤ 55 25 < d ≤ 35
E 55 < d ≤ 80 35 < d ≤ 50
F 80 < d 50 < d

Table 9.2 - LOS Definition for Intersections

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For areas where queues from closely spaced junctions are likely to interact and significantly affect traffic, suitable
modelling software is strongly encouraged to be used for assessing traffic performance at the network level. This
could include conducting microscopic traffic simulation for the study area or parts of the study area where queue
blocking effects become a concern. For larger developments, LTA may impose consultants to undertake such an
evaluation. At the Scoping Meeting, consultants shall propose and seek LTA’s approval on the suitable software to
be used as well as the extent of the study area to be included in the microscopic traffic simulation model.

In some situations, LTA may request consultants to assess the impact of the development traffic on the affected
roads. The performance standards to determine the LOS of arterial roads and expressways are shown in Table 9.4.
The travel speed for arterial roads should include the running times plus delays at the intersections along the route.
Where applicable, LTA will require weaving, on-ramp, and/or link capacity analyses using the latest Highway
Capacity Manual (HCM) methodology to be included in the study.

LOS Expressway – Arterial Road – Travel Speed As A Percentage Of Link Base Free-
Weighted Density flow Speed (%)
for critical v/c* ≤ 1.0 for critical v/c* > 1.0
(pcu/km/lane)

A <7 > 85

B 7 – 11 67 – 85
F
C 11 – 16 50 – 67
D 16 – 22 40 – 50

E 22 – 28 30 – 40

F > 28 ≤ 30

Note: * The critical v/c ratio is based on consideration of the through movement v/c ratio at each boundary
intersection in the subject direction of travel. The critical v/c ratio is the largest ratio of those considered.
Source: Highway Capacity Manual 2010, Transport Research Board

Table 9.3 - LOS Definitions for Links

The LTA road and/or junction improvement plans (if any) for the study area shall be taken into consideration as a
base in the analysis for corresponding year(s) assessment. The TIA report shall include intersection and road
analyses for each year of assessment, with separate analysis for the scenarios of with and without the development
traffic. Changes in the average delay for all vehicles at each of the affected intersections as well as the average
travel speed along each of the affected roads (where applicable) due to traffic associated with the proposed
development shall be analysed and clearly stated in the report.

Where possible, it is aimed to provide for a desired LOS “D” or better in the peak periods for intersections and roads
affected by the development traffic. Consultants shall recommend junction/road improvement measures and
include them in the TIA report, to mitigate traffic impact to achieve the desired LOS. Traditional at-grade widening
of roads/junctions within the safeguard road reserve lines are to be considered prior to considering/proposing other
infrastructure improvements. In areas where the desired LOS are not achievable with traditional road/junction
widening within the safeguarded road reserve lines, LTA may request the consultant to conduct further scenario
tests and/or sensitivity analysis as appropriate. Consultants should also consider and report on practical transport
solutions to support the proposed development, to ensure that its traffic impacts are kept to a minimum.
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The TIA report shall include tables to clearly explain the summarised assessment of results, including traffic volume,
delay, LOS, degree of saturation (DOS), 95% back of queue, stop rate and travel speed as appropriate, of individual
transport facilities pertaining to each assessment year. The summary tables shall include separate results for the
scenarios with and without the development traffic. If road/intersection improvements and/or additional scenario
tests or sensitivity analyses are required, the report shall also incorporate tables with a separate summary of the
assessment results. Relevant proposals/assumptions for each scenario are to be clearly listed in the tables.

LTA generally requires the submission of softcopies of all data files for verification of results.

a) The values listed below are provided as a guide for the evaluation of isolated signalised junctions.

i. Cycle time: Existing cycle time in peak period for existing junctions, or an optimised cycle time within
the range of 90-150 seconds to determine a new or future traffic signal along arterial roads,
ii. Peak flow factor: 0.95 in general. Lower values are to be used for areas with significant demand peaks
e.g. areas for schools, cinema, stadium,
iii. Basic lane saturation flow rate: 2,000pcu/hr/lane (or 1,950tcu/hr/lane) for arterial roads. Lower values
are to be used for residential streets and environment with high roadside friction e.g. CBD,
iv. Queue definition: 95% back of queue. When necessary LTA may request consultants to assess the
queue length based on other specified definitions,
v. Passenger Car Unit (PCU) factors: as shown in Table 9.5.

Vehicle Type Passenger Car Unit

Equivalent (pcu/veh)

Passenger cars & vans 1.0

Single unit trucks:

- LGV 1.3
- HGV 2.25-2.75

Buses
-Small 1.6
-Large 2.5
- Articulated 2.9

Motorcycles 0.7

Table 9.4 – Passenger Car Equivalent Unit Factors

LGV: Light good vehicles with laden weights up to 3 tonnes

HGV: Heavy goods vehicle with laden weights more than 3 tonnes or with 3 or more axles
HGV: Lower pcu value appropriate for arterial roads higher value for expressways
Bus: Small bus includes up to 30 seats. Large bus more than 30 seats
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Subject to consultants’ justification and LTA’s approval, other values for the above parameters can be adopted if
they are considered more appropriate to the circumstances. For other parameters which are not defined above,
consultants shall justify the parameter values adopted if they are different from their defaults provided in the
intersection analysis software. For simulating existing traffic situation, the outputs of mean back of queue shall be
comparable to the observed average queues or the difference between the two shall be justifiable.

For larger developments, consultants are to estimate the proposed development’s public transport demand and
evaluate the accessibility and adequacy in the provision of the public transport system in the study area with the
additional development demand. Consultants are encouraged to investigate the need for the development to provide
private bus service.

Where applicable, LTA may request consultants to review and if necessary to propose suitable/optimal locations for
new/relocated public transport facilities such as bus stops and taxi stands within the study area, especially those
near to/within the proposed development site.

Consultants shall review the development internal layout design and location of development accesses to avoid
creating traffic conflicts. Consultants are to review and if necessary to propose improvement solutions to minimise
traffic conflict between the different modes of transport including public buses, taxis, goods vehicles, private
vehicles, pedestrians and cyclists, along the roads surrounding the development boundary and within the
development site.

The consultant shall document the analysis for parking provisions to ensure that parking requirements for the
development have been adequately catered for. The number of parking spaces and access arrangement of new
developments shall comply with the requirements stipulated in “Code of Practice for Vehicle Parking Provision in
Developments” and Chapter 5 of this document.

The consultant shall also consider the potential traffic impacts and externalities that may arise as a result of car
parking operations, and provide appropriate mitigation measures as necessary. If any proposal is unable to meet
the access provision and arrangement requirements or LTA considers that the development access point warrants
detailed evaluation, the consultant shall demonstrate the viability of the proposed arrangement.

Consultants shall assess whether there is a need to provide pick-up/drop-off bays and to estimate the number of
bays required and to propose suitable location(s). If the development design is carried out as the TIA is in progress,
the consultant is to comment on the layout, identify potential traffic problems associated with the proposed pick-up/
drop-off bays and recommend necessary improvements to the plan

Provision of good site access and circulation for all users whether for motorists, public transport commuters or pe-
destrians help towards the success of a development. The ease with which users move to/from the development and
nearby areas, roads and public transport facilities is important to the long-term success of the development.
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The proposals (access, lay-by, pick-up/drop-off point, pedestrian facility etc) shall take into consideration the
following requirements:

 Safety – The location and configuration of the access, lay-by, pick-up/drop-off point, pedestrian
facilities etc shall not pose a danger to motorists and pedestrians. Generally, the proposal to locate
the development access at major arterial roads will not be supported when there are alternative
feasible option(s) available.

 Capacity of road – This shall be considered when designing the configuration of the access. For
example, a Left-In-Left-Out (LILO) arrangement for an access connecting to a road with heavy traffic
volumes may be more appropriate.

 Queuing Length – Sufficient queue space within the development shall be provided at the proposed
access, lay-by or pick-up/drop-off point(s) to prevent queues encroaching onto main road
carriageways which can obstruct traffic. The TIA shall include an assessment of entry barrier capacity
and queue length to demonstrate that the distance between the development boundary line and the
car-park barrier is sufficient to accommodate the expected queue length.

 Traffic Conflicts – Proposals shall not create conflicts of traffic. Access points shall not be located
opposite to each other, near bus stops or traffic junctions.

 Obstruction to traffic – Vehicles manoeuvring into the access(es) shall not obstruct traffic along the
road carriageway. All vehicles shall enter and exit the site in a forward direction. Reversing of
vehicles is not allowed onto a public road.

 Pedestrian/commuter facilities – Should a pedestrian crossing facility be proposed, analysis of its

impact on traffic flow is to be done. Depending on pedestrian/traffic volumes, other facilities such as
an overhead bridge or underpass are to be considered if more appropriate.

Generally, proposals to signal the junction of the access of the development on arterial roads will not be favoured
unless it can be justified. If a new traffic signal is proposed, the impact of the traffic signal on the traffic flow
along affected roads is to be evaluated as described in Sections 9.5.12 and 9.5.13 of this document. This is to
demonstrate that the proposed traffic signal will not significantly affect the traffic flow or reduce the travel speeds
along the roads.

Access, road carriageway and junction improvements shall be in accordance with appropriate LTA design standards
and specifications and take into consideration site constraints.

For developments expected to have significant surge in traffic (e.g., shopping mall opening stage, school morning
arrival peaks, development major events, etc), consultants may be required to:

 Establish the traffic surge profile;

 Estimate the traffic volume during the peak hours of the surge periods;

 Assess the impacts of traffic within the proposed development as well as on surrounding public roads
during the peaks;
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 Develop conceptual traffic operation plans to mitigate the negative impacts. The plans shall cover
transport facilities which can potentially create significant traffic problems due to overwhelming
traffic demand such as car-park accesses, lay-bys, pick-up/drop-off points, pedestrian crossings,
immediate junctions with traffic approaching the proposed development, pedestrian holding areas,
etc.

 Recommend whether it is necessary to engage Auxiliary Police Officers (APO) to implement the
proposed traffic operation plans.

A diagram indicating the proposed traffic control measures at relevant locations is to be included in the report.

For very large developments, an assessment of the impact of traffic during the construction period may be required
as a separate assessment/ submission (not part of the TIA study). LTA will advise whether such a study/evaluation
is required to be submitted.

The report shall be set out logically with clear conclusions and recommendations. All assumptions and sources of
information shall be clearly documented.

Ambiguities and validity/lack of information shall be resolved with LTA as soon as possible. Inadequate reports will
be returned to the consultant for completion or modification as required.

This Guideline sets the general technical requirements for the preparation and submission of TIA reports. Some
requirements stated in this document may not be imposed for a particular TIA when they are not the most suitable.
Consultant is to follow the LTA officers’ instructions during the course of TIA preparation.
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STAGE 0 Site visit & Pre-Scoping - Arrange for Scoping Meeting

Preparation Preparation with LTA

- Development information &

Scoping Meeting questions / clarifications (if any)
STAGE 1
Objectives & - Submission of raw survey data
Preliminary (if required)
Review
Survey & Existing situation analysis
- Inception Report (if required)

Background traffic forecast

STAGE 2
Traffic Forecast

Development traffic forecast - Interim Report (if required)

Traffic impact analysis Other assessment issues

• Public transport
• Pedestrian
 Cyclist
Improvement proposal
 Parking & access provision
STAGE 3  Pick-up/drop-off
Traffic Analysis &  Traffic circulation
Improvement Proposal  Traffic operation plan

- Full TIA Report including

softcopies of all analyses and
Conclusions & Recommendations
data files

Figure 9.3 Typical TIA Process and Submissions (For Developments)

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A TIA is required to be prepared at the Development Control stage if one or more of the following conditions apply to
the development. For Retail, Commercial, Science Park/High Tech Park, and schools meeting the TIA conditions, WCP
is required to be submitted. However, if other specific developments are expected to generate high pedestrian and
cyclist volume, LTA will advise the applicant on whether a WCP is required.

A-1 Developments exceeding the scales specified in the following table:

Type of Development Scale of Development

1. Residential
1.1. Landed properties / Condominium Executive HDB 1.1. >= 600 dwelling units
housing

2. Retail*
Shopping centre >= 10,000m² GFA
3. Commercial*
Office development >= 20,000m² GFA

4. Industrial
4.1. General industry 4.1. >= 50,000m² GFA
4.2. Warehousing / Distribution 4.2. >= 40,000m² GFA
4.3. Science park / High tech park* 4.3. >= 40,000m² GFA
5. Educational*
5.1 Primary school 5.1. >= 1,500 students (single-session)
or >= 2,000 students (double-session)
5.2 Secondary school 5.2. >= 2,000 students
5.3 International school 5.3. >= 2,000 students
5.4 Junior college 5.4. >= 2,000 students
5.5 University, polytechnic, ITE campus 5.5. TIA required

6. Medical
Hospital >= 200 car parking spaces

7. Hotel
Business & tourist >= 600 rooms

8. Recreational
Exhibition centre & major tourist attraction >= 200 car parking spaces

Note:
Generally, for mixed-use residential/retail developments, a TIA is required if the total trip generation of the
development exceeds 200pcu/hr either inbound or outbound. However, if the development is located in an
area with already high traffic volume, LTA will advise the applicant on whether a TIA is required.
* Walking and Cycling Plan (WCP) is required.

Table 9.5 – Conditions When a Traffic Impact Assessment (TIA) is Required

A-2 For types of developments not listed in table above and for temporary developments with leases of over 5 years or
more that may have significant impact to traffic within the surrounding area or be located within a densely developed area, LTA
may require the submission of a TIA.

A-3 A TIA is applicable for any development seeking direct access either via a dedicated driveway or a new service/access
road onto a Category 2 (major arterial) or above type road.
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A comprehensive TIA report shall cover the following issues. The sequence and headings may not be necessarily the
same as those suggested here.

Heading Description Of What To Include

A technical summary that is concise and clear on the study purpose,
Executive Summary major findings, conclusions and recommendations
1.0 Introduction
Description of the development proposal, previous submissions if relevant
1.1 Background and the study schedule
A statement of the key objective(s), with a summary of key issues to be
1.2 Study Objectives and Key Issues
covered
A report structure, with short description of the main purpose of each
1.3 Outline of Report
section
2.0 Existing Transport Network & Traffic Situation
Current landuse characteristic, site location & boundary, and planned
2.1 Site Location
developments/redevelopments in the vicinity
A map with description identifying the study area including study of inter-
2.2 Study Area
sections and roads agreed with the LTA at the TIA inception stage
Description of the existing road geometry, on-street parking, MRT/LRT
2.3 Existing Transport Network
station(s), bus stop(s), taxi stand(s), pedestrian route(s) and cycling
Traffic (count) survey required, including the survey method, location(s),
2.4 Survey & Existing Traffic Flow
date(s), period(s) and summary of the existing traffic flows
Description of existing traffic condition for each assessment period re-
2.5 Observation of Existing Traffic Conditions
quired. Existing traffic concerns shall be highlighted, supported by site

Assessment of the traffic situation at existing intersections, including

2.6 Assessment of Existing Traffic Conditions delays, LOS, DOS, queue length, stop rate, etc. If required, evaluation of
the traffic situation at existing road(s), including the average travel
3.0 Proposed Development
Nature & size e.g. projected number of residential units / GFA of each
3.1 The Development
component / number of students, hours & days of operation, staging of
Access locations, sight distance of access points, desirable minimum
3.2 Access Location
sight distances

3.3 Pedestrians & Cyclists

Review of pedestrian and cyclists accesses & routes to key transport
If a Walking & Cycling Plan (WCP) is required, the nodes and surrounding areas, location of bicycle facilities, and conflict
plans and associated write up shall be submitted treatment at access points.
as a separate sub-report of the TIA.

Estimated peak hour traffic generation, based on surveys of similar sites,

3.4 Development Traffic Generation
historical data or method agreed with LTA during the TIA inception stage
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Heading Description Of What To Include

4.0 Future Transport Network & Traffic Forecast

4.1 Future Transport Network Description of relevant transport improvement plans for the corresponding
years as agreed by LTA (a statement shall be included if LTA confirms that
there is no future improvement plan to the existing transport network)

4.2 Future Background Traffic Forecast of background traffic volumes corresponding to each future
assessment year, based on a method agreed with LTA during the TIA
inception stage
4.3 Development Traffic Distribution & Assignment Assignment of development traffic to the road system based on the method
agreed by LTA
4.4 Future Traffic Flows Separate diagrams to illustrate the forecast background traffic flows
(without development traffic) and the total traffic flows (with development
traffic)
5.0 Impact Of Proposed Development
5.1 Future Traffic Conditions without the Proposed Assessment of the future traffic situations, including affected intersections
Development and roads, based on the forecast background traffic flows

5.2 Future Traffic Conditions with the Proposed Assessment of the future traffic situations, including affected intersections
Development and roads, based on the forecast total traffic flows
5.3 Development Traffic Impact Analysis on the impact of the additional traffic associated with the proposed
development, with a comparison of the traffic situations with and without
the proposed development
6.0 Other Assessment Issues
6.1 Public Transport <If Required> Estimation of the proposed development’s public transport
demand, accessibility and adequacy of provision, the need to provide private
bus service, optimised traffic layout to minimise traffic conflicts between
different modes of transport, etc
6.2 Parking Provision Proposed parking provision and required parking provision by standard

6.3 Loading & Unloading Facilities <As applicable> Provision and operation of service vehicle area
6.4 Pick-up / Drop-off Facilities <As applicable> Suitable location for pick-up/drop-off activities and
number of bays required
6.5 Access & Traffic Circulation Traffic circulation pattern & internal road layout, type of traffic control at
development entrances and projected queue lengths at entrances, and if
necessary proposal to improve the traffic layout
6.6 Traffic Operation Plan <If Required> Estimation of traffic surge demand and conceptual proposal
of traffic operation plans to mitigate the traffic surge impact

6.7 Traffic Management during Construction <If Required> Assessment of traffic impact during the development
construction period
7.0 Recommendations And Conclusion
7.1 Findings Summary of the key study issues & findings
7.2 Recommendations Summary of improvement recommendations
7.3 Conclusion Overall conclusion of the TIA

Table 9.6 – Key Issues to be Addressed in a TIA Report

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The Executive Summary of a TIA report shall include the following contents, in summarised tables or in other formats
which are easy for reference.

Information Type Details Required

Developer / Agency Name(s) of the developer / agency and the representative of the developer / agency
as applicable.
TIA consultant Name(s) of the TIA consultant firm and the TIA project manager
QP (Architect) Name(s) of the Architectural consultant firm and QP(Archi)
Schedule Include Scoping Meeting date, submission dates of all notes and reports submitted
during the course of the TIA study.

Table 9.7 – Summary of TIA Report Information

Information Type Details Required

For mixed developments, include different component type and scale by land use
Type and Scale of Development (1)
type.

List the assessment years agreed with LTA. For multi-phase developments, describe
Assessment years
the development quantum to be operational corresponding to each assessment year.

Describe the day (i.e., weekday, Saturday or Sunday) and time period (e.g., 7am–
Assessment periods
9am) of each assessment period as agreed with LTA.
Include information of the survey type (e.g., OD survey), site, methodology (e.g.,
Traffic / transport surveys licence plate matching), date and time period of when the data had been collected of
the survey data used.
Describe where the trip rate(s) are taken from and how they are applicable to the
Resource of vehicular trip rate(s) used
proposed development.

Include directional vehicular trips (in pcu/h) by assessment period and assessment
Trip generation
year (for multi-phase development).
Indicate the location (name of street) of each vehicular access point (including
Intended vehicular access points carpark entrance and/or exit, pick-up /drop-off and loading/unloading as per
applicable).
List the proposed numbers of parking lots by vehicle type/purpose (i.e., car,
Intended parking provision
motorcycle, loading/unloading, etc).

Describe the methodology used to forecast the future background traffic and provide
Background traffic Prediction
the growth rate(s) adopted if applicable.

Include findings of other transport related issues such as public transport,

Other issues pedestrians, cyclists, traffic operation plans, etc. and any other issues / factors that
may significantly affect the traffic forecast, as applicable.

Note: (1) Please refer to Table A-1 for the definition of Type and Scale of Development.

Table 9.8 – Summary of Development and Traffic Forecast Information

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Assessment Conclusion & Highlights Of Traffic Issues

Assessment Year And
Location
Without Development With Development Impact On Average Delay

Year 2015
* (Refer to Table 4.4 in Page 51) (Refer to Table 4.5 in Page 52)

 Junction 1 (Road A / Road AM:

* AM:
* AM:
*

B)  Average delay: 41 sec Average delay: 50 sec * ↑ 22%

 DOS: 0.73 DOS: 0.80 PM:
*

 LOS: D LOS: D * ↑ 15%

 95% Back of queue: 262m 95% Back of queue: 348m
 Stop rate: 0.70 Stop rate: 0.78
PM:
* PM:
*

 Average delay: 39 sec Average delay: 45 sec

 DOS: 0.71 DOS: 0.76
 LOS: D LOS: D
 95% Back of queue: 198m 95% Back of queue: 319m
 Stop rate: 0.67 Stop rate: 0.76
Highlight of traffic issues:
* Highlight of traffic issues:
*

 Nil. Nil.

AM:
* AM:
* AM:
*
 Junction 2 (Road B / Road
C) Average delay: 69 sec Average delay: 97 sec * ↑ 41%
DOS: 0.91 DOS: 1.74 PM:
*

LOS: E LOS: F * ↑ 61%

95% Back of queue: 402m 95% Back of queue: 552m
Stop rate: 0.78 Stop rate: 0.92
PM:
* PM:
*

Average delay: 51 sec Average delay: 82 sec

DOS: 0.82 DOS: 1.30
LOS: D LOS: F
95% Back of queue: 269m 95% Back of queue: 457m
Stop rate: 0.56 Stop rate: 0.88
Highlight of traffic issues:
* Highlight of traffic issues:
*

Nil.
Right-turn from North
Approach is over capacity,
at both AM & PM peaks.

Year 2020 (Refer to Table 4.6 in Page 53) (Refer to Table 4.7 in Page 55)

Junction 1 … … …
Junction 2 … … …
… … … …

Table 9.9–Summary of Traffic Impact Assessment Results

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Assessment Year And Improvement Proposal & Results

Location

*Year 2015 (Refer to Table 4.8 in Page 56) (Refer to Table 4.9 in Page 58)
Junction 1 No improvement required.
Junction 2
*Proposed mitigation measures:
(Road B / Road C)

Convert the right-turn short lane at the North approach from 70m to a full lane;

Convert a through lane to a shared lane with right-turn at the North approach;

Layout without proposed improvements Layout with proposed improvements

ROAD B ROAD B
(N) (N)

N N

70 30 30

ROAD C (E)
ROAD C (W)
ROAD C (E)
ROAD C (W)

80

80
50

50
100
100

50 50

ROAD B ROAD B
(S) (S)

Assessment results with the proposed improvements:

AM: PM:
Average delay: 75 sec Average delay: 63
DOS: 0.93 sec
LOS: E DOS: 0.85
95% Back of queue: 385m LOS: E
95% Back of
queue: 330m
Stop rate: 0.75

Conclusion: Satisfactory performance achieved

(Refer to Table 4.10 in Page 60) (Refer to Table 4.11

Year 2020
in Page 61)

Junction 1
•……… •………

Junction 2
•……… •………
……… •……… •………

Table 9.10 – Summary of Recommendation

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In designing bicycle parking spaces, it is prudent for the designer to ensure the facilities are user-friendly and
attractive to use. This guide serves to include good practices for designing of bicycle parking and related facilities
with an objective to meet cyclists’ needs, therefore encouraging proper use of the facilities.

A. Creating safe bicycle parking spaces

Designers shall take into consideration of the vehicle and pedestrian movements when determining the location for
the bicycle parking spaces. The bicycle routes and parking spaces within the development shall be away from the
major vehicle and pedestrian movements.

Designers, as far as possible, shall avoid using vehicular ingress and egress for cyclists access to bicycle parking
spaces. Markings and warning signage that indicate cyclists’ presence shall be provided when there is inevitable
conflict between vehicular and cyclist movements

B. Providing bicycle parking spaces within the development

Shortage of bicycle parking spaces will lead to indiscriminate bicycle parking in the development vicinity. This may
lead to an unpleasant streetscapes and blockage of the pedestrian route. Developers are encouraged to provide
bicycle parking spaces according to the following table 9.11:

Development Type Proposed provision

Residential 1 lot per 6 dwelling units

For GFA of at least 1,000 m2 and up to 3,000m2

· 10 bicycle lots
Office, Retail, Hotel, Medical, Industrial, Mixed
-use Commercial and Office, Place of Worship, For GFA above 3,000 m2
Civic and Cultural Institution · First 15,000m2 of GFA: 1 bicycle lot per 300 m2
· Subsequent GFA: 1 bicycle lot per 1,000 m2

For GFA of at least 1,000 m2 and up to 3,000 m2

· 20 bicycle lots

Community institution, Sports & Recreation For GFA above 3,000 m2

Facilities · First 15,000 m2 of GFA: 1 bicycle lot per 150 m2
· Subsequent GFA: 1 bicycle lot per 500 m2

Table 9.11 – Bicycle Parking Provision

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C. Creating convenient bicycle parking spaces

Bicycle spaces shall ideally be located at visible and convenient spots, taking into consideration of the alignment of
the cycling paths in the vicinity. If there are limitations that prevents all the bicycle lots to be consolidated in one
location, it is acceptable to propose more than one bicycle parking location. However, the bicycle lots shall not be
scattered throughout the development in an ad-hoc manner. The lots shall be well organised. Each bicycle parking
area shall accommodate at least 10 bicycle parking lots.

The designer shall also consider whether the bicycle parking spaces are intended for short or long-term parking.
Workers, tenants or occupants of a building who are likely to park long-term would require secured and sheltered
parking. Visitors and customers who usually park for a shorter period and would require convenient parking location.

I. Short-term bicycle parking space:

Short-term bicycle parking spaces cater mainly for visitors who park for three hours or less. This space shall be
easily accessible by public at all times and located on the ground floor & building entrances of the development.
The design of the space shall not cause inconvenience to the movements of pedestrians and/or vehicles .

II. Long-term bicycle parking space:

Long-term bicycle parking spaces cater mainly for employees working in the development. It is recommended for this
parking space to be fully protected against the weather and designed for protection against vandalism and theft.
Long-term bicycle parking space(s) can be located on any level of the development.

The routes to bicycle lots located other than ground level shall be carefully considered in the overall design of the
development. The gradient of any ramp at the cyclist access or along the bicycle route shall not be steeper than
1:25. Routes to bicycle parking spaces shall be separated from vehicular ramps. Instead, cyclists shall be allowed to
use passenger lifts. The lift shall be able to accommodate a horizontally standing bicycle. The recommended
dimensions for the lift that can accommodate three bicycles with three to four standing persons are shown in Figure
9.4.

Figure 9.4 Plan view of the recommended lift size to accommodate 3 bicycles and 3-4 standing persons
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III. Proportion of Short-term and Long-term bicycle parking spaces

The proportion of short-term bicycle parking spaces and long-term bike parking spaces is recommended as follows:

Type of bicycle parking spaces

Type of users
Long term bicycle parking Short term bicycle parking

Residential, Hotel, Office, Industrial 80% 20%

Retail, Health institution, Civic & community

institution, place of worship, sports & 40% 60%
recreation facilities

Table 9.12 –Type of Bicycle Parking Spaces

A sample computation of bicycle parking provision in a mixed-use development is shown in Figure 9.5. For a multi-
blocks development, sufficient bicycle parking spaces shall be provided at the individual blocks to serve the
respective users in the development where possible. It is recommended that the bicycle parking provision per block
be proportional to its respective blocks GFA.

Figure 9.5 Sample Computation for Mixed-use Development

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D. Dimensions for Bicycle Parking Space and Racks

A Bicycle Parking Space refers to the space for parking of one bicycle. A bicycle parking rack shall be provided for
each bicycle parking space and anchored to the ground so as to allow cyclists to lock their bicycles with ease. The
rack should support the bicycle upright by its frame.

Designers shall design for adequate clearance for users to lock/unlock their bicycles onto/from the racks and to push
the bicycle in and out of the racks. The following are suggested designs and dimensions that designers can adopt
for bicycle parking racks. It is recommended to provide the minimum aisle width for circulation.

I. Single-tier bicycle parking space

Space Width: 600mm
Space Length: 1800mm
Aisle Width: 1500mm (min)

Figure 9.6 Plan View of Parking Space With Single-Tier Bicycle Parking

II. Bicycle Rack Dimension for Single-tier bicycle parking

Width: 600mm
Length: 900mm
Diameter: 50mm

Figure 9.7 Recommended Dimensions of Single Tier Bicycle Racks

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III. Double Tier Bicycle Parking space

Space Width: 650mm
Space Length: 2000mm
Aisle Width: 2500mm (min)

Designers are encouraged to propose other innovative and high-density bicycle racks designs which are able to
accommodate a higher number of bicycle racks within a given area .

Figure 9.8 Plan view of Bicycle Parking Spaces with Double Tier Bicycle Racks
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IV. Bicycle Rack dimension for Double Tier Bicycle Parking

Width: 100mm
Length: 1864mm
Height: 1550mm
Headroom 2600mm clear

Figure 9.9 Recommended Dimensions of Double Tier Bicycle Racks

E. Complementary end-of-trip facilities:

Complementary end of trip facilities provide a convenient and comfortable cycling experience for visitors. therefore
improve the viability of cycling as a mode of transport. Designers are encouraged to provide such supporting
facilities in close proximity to the bicycle parking spaces, especially for long-term bicycle parking. For large
development with several building blocks, each block shall ideally have its own supporting facilities to serve the
users of the block. Developers/owners/building management committee may consider providing following facilities
within their development. :

 Sheltered bicycle parking spaces

 Shower facilities
 Changing Room
 Security such as CCTV
 Lockers
 Air pump

Provision of innovative and artistic signage and/or floor markings with clear information is encouraged to guide
cyclists to the bicycle parking spaces and nearby end-of-trip facilities.
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Recommended provision of the facilities is shown in Table 9.13:

Uses Shower Locker Other facilities

Residential, Hotel, Sports

Not Necessary Not Necessary Not Necessary
& Recreation facilities

≤5 m2
Retail, Health institution, per 10 bicycle lots (e.g.
Office, Industry, Civic & 1 shower stall per 10 bicycle repair station,
1 locker per bicycle lot
Community institution, bicycle lots changing room, toilet,
Place of worship, fresh towel
station)

Table 9.10 – Provision of End-Of-Trip Facilities

The developer/owner/ building management committee shall be responsible for the operation and maintenance of
the bicycle parking lots and other related facilities at all times.
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Types of information/ Description of contents to include Remarks

plans to be submitted
WCP write up Assessment with justifications (if any) To be submitted as a sepa-
rate sub report of TIA.

Location Plan Please indicate the following: A Location Plan is required to

show the development in
(See Figure 9.10 for an Accesses relation to the surrounding
example of a Location 1. Proposed pedestrian access(es); context. The plan is to in-
Plan) 2. Proposed cyclists access(es); clude the locations of the
3. Proposed vehicular access(es); MRT entrances, bus stops
and taxi-stands, adjacent
Routes/circulation developments existing/
4. Existing pedestrian routes across/ to /from planning cycling path
development site and the MRT station(s), network and pedestrian
bus stop(s), taxis stand(s) & adjacent buildings; paths.
5. Existing cycling path abutting the development ;
6. Proposed interim linkages during construction phase Please use different colours
of the development where existing footpaths / to differentiate between
linkways / cycling paths are affected upon hoarding pedestrian facilities/ routes,
of the development. cyclist facilities/routes and
vehicular routes.
Facilities
7. Existing adjacent pedestrian crossing(s) eg. For existing routes, please
signalised PC, zebra crossing, overhead bridge, use solid lines.
underpass ,underground linkage;
8. Existing covered walkway / linkway within and For proposed routes, please
abutting development. use dotted lines.
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Types of information/ Description of contents to include Remarks

plans to be submitted
First Storey Plan Please indicate the following: A First Storey Site Plan is
(& other storey plan(s) Accesses required to show the location of the
with pedestrian & 1. Proposed pedestrian access(es); existing and/or planned footpaths/
cyclist 2. Proposed cyclist access(es); cycling paths, bicycle parking,
facilities) and relevant 3. Proposed vehicular access(es); access routes to bicycle parking
section drawings of area, supporting facilities such as
sidetable abutting the Routes/Circulation showers, lockers and changing
development 4. Barrier free accessibility (BFA) route(s) and non rooms. Other storey floor plans shall
BFA route(s) within development and how it be included if key pedestrian/cyclist
(See Figure 9.11 for an connects to the adjacent public pedestrian facilities are also on that storey.
example of a First footpath;
Story Plan) 5. Pedestrian circulation route(s) including through Please show adjacent road name (s)
-block link within development and how it surrounding the
connects to the adjacent public pedestrian development.
walkway, nearest bus stop, MRT station and taxi
stand; Please use different colours to
6. Cyclist circulation route(s) within development differentiate between pedestrian
and how it connects to the adjacent cycling path facilities/ routes, cyclist facilities/
network and the proposed bicycle parking routes and vehicular routes.
area(s);
7. Vehicular circulation route(s) within development For existing routes, please use solid
and how it connects to the adjacent vehicular lines.
roads.
8. Pedestrian conflict area(s) with cyclist or For proposed routes, please use
vehicular traffic (Details of treatment to be dotted lines.
presented in a write-up with relevant drawing
(s));
9. Cyclist conflict area(s) with vehicular traffic
(Details of treatment to be presented in a
write-up with relevant drawing(s));

Facilities
10. Location(s) of proposed/existing taxi stand, pick
-up point, drop-off point ;
11. Proposed/ existing covered walkway and linkway
within and abutting development;
12. Proposed number of bicycle racks at the
proposed location(s), and also the proposed type
of bicycle racks (e.g. single, double tier)
13. Location(s) of other supporting infrastructure
e.g. showers, lockers;
14. Location(s) and details of proposed wayfinding
signage to major transport nodes, nearby
amenities and pedestrian/cyclist facilities
within development.

Table 9.14 – Content to be Included in WCP Submission

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Development
Planned cycling route
Covered walkway
Bus stops
MRT entrance

Figure 9.10 Example of a Location Plan

Proposed
33 bicycle
lots
To show detailed treatment &
signage of how cyclist access
the bicycle parking lots Existing zebra
crossing

Road 1 Road 1
Road 3

Proposed
Drop
Existing off/Pick up Proposed Existing
signalised point Proposed cycling path signalised
PC Taxis pedestrian
Road 2 crossing
stand with
BFA ramp To MRT and
Vehicular routes
Pedestrian BFA routes bus stop
Covered walkway
Cycling path
Green verge

Conflict area

Figure 9.11 Example of a First Storey Plan

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Figure 9.12 Submission Flow Chart for WCP

This chapter presents guidelines for the Professional Engineer to prepare quality traffic layout
plans.

Gazetting Table Table that shows the list of proposed traffic markings and signs.

Enhanced School Zone Measures introduced on the roads close to existing primary schools
to enhance road safety
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Traffic layout plan is required to be submitted to LTA for approval when there are proposed changes to the current
traffic schemes on site or for submission of new street plans connecting to an existing road. This chapter guides
consultants to prepare quality traffic layout plans for submission to LTA.

Generally, the Professional Engineer would prepare the traffic layout plans based on the following guides listed
below.
SWA  Street Works (Private Streets) Regulations

SDRE  Standard Details of Road Elements

The traffic layout plan shall show the traffic schemes proposed for the new street and the adjoining streets. It is not
necessary to show other details not related with the aspects of traffic schemes (i.e. chainages, levels, manholes and
other irrelevant details are not require to be shown on a traffic layout plan).
The plan shall be titled as “Traffic Layout Plan” and not as Site Plan, Layout Plan or 1st Storey Plan.
a) The Gazetting Table
The gazetting table below shows the list of proposed traffic schemes to be provided in the new streets.
(i) All proposed signs/lines/markings, etc to be drawn or placed shall be indicated in the gazetting table
according to the road name or proposed road.
(ii) Traffic scheme details for signs/lines/ markings can be found in LTA Standard Details of Road Elements.

S/No Location Signs To Be Drawn Or Placed Signs To Be Deleted LTA File Ref No
1 Proposed Road 1 Arrow markings
‘Bend’ sign
‘Stop’ sign
‘Slow’ sign
Single centre white lines
Double centre white lines
Double yellow lines
‘Hump ahead’ markings
‘Slow’ & ‘hump ahead’ sign
2 Proposed Road 2 ‘Turn left’ sign Double yellow lines
Arrow markings

Table 10.1 - Gazetting Table

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(iii) All existing signs/lines/markings, etc to be deleted or removed shall be indicated in the gazetting table
according to the road name or proposed road.

(iv) All existing signs/lines/markings, etc to remain shall be highlighted in black in the traffic layout plan.

In some cases, the proposed traffic schemes need to be presented in more than one traffic layout plan. Please note
that one table must be drawn for each drawing and all the proposed traffic schemes indicated on the drawing plan
must be indicated in that table.

(b) Colour Code

The colour for all proposed, existing and removal of road signs/markings/lines should be in red, black and yellow
respectively.

(c) The North Point

It should be indicated at the bottom right corner in the Traffic layout plan.

(i) The Road Reserve Lines shall be indicated in red in the traffic layout plan.

(ii) A Key Plan can be indicated on the top left/right hand corner to give a better overview of the location of the
proposed road. The key plan shall also indicate development accesses and the names of the surrounding roads
in the vicinity.

(iii) The traffic layout plan and key plan are required to be drawn to scale. (Traffic Layout Plan can be in scale of
1:100, 1:500 or 1:1000 whereas the Key Plan can be in scale of 1:20 000, 1:10 000 or 1:5 000).

The notional position of street lightings shall be indicated in the traffic layout plan.

Generally traffic lights on public roads are managed by LTA.

(i) For new traffic lights (if warranted for developer to proceed) on public roads/roads that will be handed over
to LTA for management in future, the proposed traffic signals will need to be carried out by LTA. This is to
ensure that all traffic light installation works satisfy our specification/requirements.

(ii) The traffic layout plans should also include traffic light poles signals layout, traffic controller/meter and
traffic light phasing diagrams.
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Note:

a. After the traffic layout plan is approved by LTA, the Qualified Person (QP) shall liaise with LTA (ITSC) on the
payment, installation and the commissioning traffic lights.

b. The Qualified Person (QP) shall apply/monitor/make direct payments to SingTel and Singapore PowerGrid
(SP) Services Ltd for connection of electricity supply and telecom line for installation of new traffic lights.
The Qualified Person (QP) shall co-ordinate with PowerGrid, SingTel and any other contractors for the
necessary works on the above. They should ensure the services cables connection (electricity supply &
telecom line) are ready in time for commissioning of new traffic lights. Generally, this process requires
about 3-4 months.

c. The Qualified Person (QP) shall provide and make available all necessary GI conduit pipes(100mm
diameter) and crossings for traffic light contractors to lay the necessary cables for new traffic light
installation. GI pipes shall be provided on the carriageway, side table and footpath, leading to traffic light
poles, detector pits and controller boxes for new traffic lights installation. Durable red plastic cable
slabs shall be placed 200mm above the GI pipes for all trenches dug regardless of the depth to mark their
positions. The plastic cable slabs shall be 300mm x 1000mm and marked with the wordings “Traffic
Light Cable – 1800 Call LTA – 1800 2255 582.

d. LTA (ITSC) will thereafter give the final cost estimates for traffic lights installation, which also include
Auxiliary Police Officer (APO) CISCO guards on the actual day of commissioning. All payments have to
reach LTA (ITSC) The Qualified Person (QP) shall issue cheque payment payable to Land Transport Authority
with LTA approved plan at least 4 months prior to the implementation of traffic signals, phasing and
commissioning. The cheque payment with approved plan shall forward to following address:

Land Transport Authority

ITS Centre, 181 River Valley Road
Traffic Light Maintenance, Level 4
Singapore 179034

e. The Qualified Person (QP) shall forward a copy of the official receipt from M/s SP Services Ltd and SingTel
to LTA (ITSC) for information and necessary action.

f. LTA's traffic lights term contractor only carry out physical traffic light installation works. The scope of
works does not include all other civil works, installation of traffic signs, lane markings, etc necessary for
the proper operation of the new traffic lights.

(i) Stop Line and Sign

The proposed stop line shall be provided at 1m away from the tangent of the kerb line (i.e. edge of the main road).
The stop sign shall be provided before the stop line. Refer to figure 10.2

In some circumstances, where the sidetable is not wide (Category 5 road with less than 3m sidetable), the stop line
at the entrance point can be placed within the private boundary.

It is emphasised that the boundary walls (if any), to be designed such that pedestrians crossing the entrance are
able to see motorists exiting from the private development.
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(ii) Arrow markings

a. The left-turn arrow marking on the main road should be painted about 10m from tangent point before side
road/ service road/access point.

b. To provide at least one set of arrow markings before a junction for residential estate roads.

c. To provide 2 sets of arrow markings for mid block signalised pedestrian crossing.

d. It is not necessary to indicate left/right turn arrow marking on the main road to lead motorists to the
access to developments.

(iii) Removal of existing lines / markings (e.g. double yellow lines etc)

a. The deletion of the markings and lines shall be shown in yellow. Refer to Figure 10.2

b. The provision of double yellow lines at the proposed entrance shall be provided up to the edge of entrance
culvert.

Proposed “Stop” sign and

line to be provided at 1m
from the kerbline of main
road 50m
1m

6m I
Proposed access of
development

Existing dotted lines and arrow

Existing double yellow lines markings to be erased
to be erased

I
Length varies for access serving industrial development that have long vehicles

Figure 10.1 Proposed Development Access Meeting a Road near a Junction

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(iv) Proposed lines, markings, signs and other road features (e.g. yellow box, bollards etc)

a. The proposed lines/markings/signs are to be shown on plan in red colour. Refer to figure 10.2

b. The new schemes are to be indicated in the gazetting table.

(v) Speed calming measures (e.g. humps, bus friendly hump, etc)

a. The proposed road hump is usually provided at the residential roads to deter speeding.

b. If the proposed entrance is affected by an existing road hump, relocation of the existing road hump and
markings to an appropriate location are necessary. The existing hump shall not be allowed to front an
access. Refer to figure 7.2.

c. Prior to the relocation of the existing road hump, the consultant is required to inform the grassroots
organization(s), Citizen Consultative Committee (CCC) of the estate and the immediate residents affected
on the new location of the road hump after their traffic study

d. Normal road humps, or round top humps, have been found to be unsuitable for buses as they can cause
discomfort or even injuries to standing passengers. For such instances, the bus friendly hump is provided.

Existing signs and

Proposed hump
P
markings to be erased

HUM
P
relocated next to it HUM
and relocated
AD
AHE

Existing hump to be
AD

removed and relocated

AHE

LP 23

LP 22
AHEAD
AHEAD
HUMP
HUMP

LP 21
Proposed access
of development

Figure 10.2 Proposed Development Access Affected by the Presence of an Existing Hump
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(vi) Pedestrian crossing

If the existing pedestrian crossing is affected by the proposed road or new access location, the new crossing and its
related lines, markings, signs and traffic lights shall be relocated accordingly.

The cost of the installation of the new traffic signals etc shall be borne by the developer.

Examples of pedestrian crossing facility shown in traffic plan are push button crossing, zebra crossing, pedestrian
overhead bridge, pedestrian underpass etc.
(vii) Shared arrow markings (left-turn and straight arrow) before access to development

Shared arrow markings can be placed prior to:

 a HDB access;
 a condo access with development exceeding 600 units; and
 a dual 2-lane road or 2-lane 2-direction road (10m wide)

These markings serve as a information on the access ahead and alerts motorist to drive at an appropriate speed
when approaching these accesses.

(viii) Enhanced School Zone (ESZ) schemes

Road safety for primary school students is a paramount concern for all of us. To improve road safety for primary
school children and to increase the visibility of the presence of primary schools, the enhanced school zone (ESZ)
schemes was introduced. (Refer to diagrams in next pages.

The key feature of the ESZ scheme is the coloured road pavement, with an aim to alert motorists that they are in the
Minor Side Road

2.5 2.5 35 55
Major Through Road

15 15. 20 10
SCHOOL
SLOW

SCHOOL

SLOW

School Frontage Road

School Crossing/

10 20 15.5 15
55 53 2.5 2.5

Leg-
SCHOOL

Mill and Patch ‘SCHOOL’ Road Marking

Details of the red pavement

• Suitable for location with high interaction of pedestrian (especially children) movement with traffic flow
• Red pavement to place at primary school entrance or at pedestrian crossing dedicated for school children
• Length of red pavement: Continuous 20m from the school entrance or stop line, followed by a 8m of treatment after allowing for a
20m gap
• No other road markings are to be painted on the red pavement except lane markings
• Minimum length of school zone should not be less than 200m for speed limit ≤50km/hr, and 400m for speed limit between 60km/hr
to 70km/hr
• Maximum length shall not exceed 500m where possible

Fig 10.3 Enhanced School Zone Scheme

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(ix) Typical Cross and T-junctions

TURNING POCKET IF
JUNCTION IS AT A BEND
30m 30m 10m

NEW ROAD DEVELOPMENT

Figure 10.4 Traffic Scheme at Typical Cross and T-junctions

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(x) Taxi stand

The following documents are required for gazetting purpose:

 Cover letter or acknowledgement from the development indicating their intension to gazette the taxi stand.

 Completed ADC checklist for taxi stand endorsed by the development (if there is any requirement that cannot be
met, developer must provide supporting reasons).

 Floor plan/layout of taxi stand and surrounding traffic scheme.

 Photographs of the completed taxi stand.

PROPOSED 4 TAXI LOTS

LP 7
EXISTING DOUBLE YELLOW
LINES TO BE ERASED
PROPOSED ‘TAXI STAND’ SIGN
(INSTALL & DESIGN BY BUS &
TAXI REGULATION’S OFFICE)

Figure 10.5 Taxi Lots Without Bay

PROPOSED 3 TAXI LOTS

EXISTING DOUBLE YELLOW

LINES TO BE ERASED
PROPOSED ‘TAXI STAND’ SIGN
(INSTALL & DESIGN BY BUS &
TAXI REGULATION’S OFFICE)

Figure 10.6 Taxi Lots With Bay

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Samples of quality traffic plans are given below:

Plans Description
Sample Plan 1 Proposed 26.2m road at a T-junction
Sample Plan 2 Proposed 21.4m road with bus-bay construction
Sample Plan 3 Proposed 18.0m road at a T-junction
Sample Plan 4 Proposed 21.4m road at a T-junction
Sample Plan 5 Proposed 21.4m road at a T-junction
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The following two parts of checklist are designed to assist PE in ensuring that all relevant information for a complete Traffic
Layout Plan has been captured in the submission. These checklist shall accompany the Traffic Layout Plan.

Traffic Layout Plan Submission Checklist

Project Title:
Revision No.:

Notes to QP:
1. The Professional Engineer (PE) shall check that the items listed below have been complied and shall indicate it in
the box provided. The QP shall state the reasons for not complying with items that are marked " Not Complied"
2. For the subsequent submissions, please attach the "checked copy" Traffic Plan.
3. Please note that the comments for the traffic plan submission shall not be deemed exhaustive and final.
Further comments may be applicable depending on the review of the re-submitted plans .

4. Please note that our reply is limited to specific technical considerations under LTA’s purview only and it is based
on data available at the time of enquiry. The reply is given without prejudice to any changes which may take place
subsequently.
5. For details on specific items/features in the checklist, please refer to relevant chapters of this the Code or the Stan-
dard Details of Road Elements.

Tick the appropriate box for all items

S/N Item Requirements Complied Not Complied Remarks

1 Title To indicate “Traffic Plan” and not “Site Plan” or

“Traffic Scheme Plan”.

2 Project title To provide description of project in traffic plan.

3 Key Plan • To indicate “Key Plan” and not “Location Plan”

• To include “Key Plan” in the Traffic Plan and
place it on the top left hand corner.
• The scale can be 1:20,000 or 1:10,000 or
1:5,000
• To indicate access points in the “Key Plan”
4 North Arrow To include North Arrow indicator.

Indicator
5 Legend To include legend in plan.

6 Scale and size 1:100 / 1:500 / 1:1000, A3 / A1 size.

for traffic plan
7 Gazetting Table To include a gazetting table.

8 PE Endorsement To include PE Endorsement.

9 Colour code The colour for all proposed, existing and removal
of road signs / markings / lines should be in red,
black and yellow respectively.
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S/N Item Description Complied Not Complied Remarks

10 Existing & To include all existing or proposed road mark-

Proposed road ings or signs in the Traffic Plan.

11 Turning Radius Indicate turning radius of accesses,

junctions, etc. in traffic plan.
12 Road names All road names to be indicated, including new
roads.

13 Neighbouring To include neighbouring roads / streets con-

Roads necting to the development so as to give an
overview of the surrounding
environment.
14 Footpath To indicate footpath in traffic plan.

15 Street Lights Notional position of street lights shall be indi-

cated.
16 Access Indicate vehicular access, pedestrian
access and service access (bin centre, load-
ing/unloading, etc.) clearly in the
traffic plan.

Where applicable, include visitor lane for

building development. This will minimise delay
to residents from entering the
development.
17 Railings To indicate existing / proposed railings in the
traffic plan.
18 Stop line / sign To indicate “stop” line (1m from kerbline)
and /or sign and drop barriers (if any) at the
access point.
19 Barriers To set back drop barriers of at least two cars’
length from the public road.

20 Lane Widths To indicate lane widths in traffic plan.

21 Arrow marking Please refer to the Section 10.7 for details on

provision of arrow markings on public road
leading to development access.

22 Signs All signs to be installed in a conspicuous man-

ner (not obstructed by structures, trees,
shrubs, etc.) and to be indicated clearly in the
plan

Table 10.2 Checklist to Assist in Preparing a Traffic Layout

This chapter advise the Qualified Person on the technical requirements of designing building
foundations in the vicinity of the future Singapore Underground Road System (SURS)

Cut-and-cover A method for digging a tunnel laying pipe ect, by cutting a trench,
constructing the tunnel or laying the pipe in it, and covering with
the excavated material

Diaphragm Wall Deep trenches excavated in the soil into which reinforced concrete
is placed
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The Singapore Underground Road System (SURS) forms part of LTA's long term road network for the island. Being
underground, the foundation of developments within the SURS road reserve and the second reserve (see Figures 11.1
& 11.2) pose a major challenge when LTA intends to realise the SURS. Hence, the design of foundations for new
erections shall comply with the tunnel construction-type stated in either Sections 11.2, 11.3, 11.4 or 11.5.

LTA would advise the QP on the tunnel construction-type, upon receiving a DC consultation of development proposal
that is affected by the SURS reserve. The QP(Civil) would be required to submit details of the foundation design of
the proposed development and structural calculations for LTA to review.

Proposed structures supported on spread footings (including rafts) shall not impose either vertical or horizontal
pressure greater than 20 kPa on the tunnel structure. The proposed structures shall be designed to be capable of
sustaining a vertical / horizontal displacement of 150mm and a differential settlement of 1 in 200.

Proposed structures supported on pile foundation shall be designed so that they are debonded up to the invert level
of the SURS structure and develop all of their load either in shear or end bearing from soil located below the invert of
level of the SURS structure. The proposed structures shall be designed to be capable of sustaining a vertical /
horizontal displacement of 150mm and a differential settlement of 1 in 200. The cross-section of the tunnel type is
shown in Figure 11.1.

Proposed structures supported on spread footings (including rafts) shall not impose either vertical or horizontal
pressure greater than 20 kPa on the tunnel structure. The proposed structures shall be designed to be capable of
sustaining a vertical / horizontal displacement of 150mm and a differential settlement of 1 in 200.

Proposed structures supported on pile foundation shall be designed so that they are debonded up to the invert level
of the SURS structure and develop all of their load either in shear or end bearing from soil located below the invert of
level of the SURS structure. The proposed structures shall be designed to be capable of sustaining a vertical / hori-
zontal displacement of 150mm and a differential settlement of 1 in 200. The cross-section of the tunnel type is
shown in Figure 11.1.
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Proposed structures supported on spread footings (including rafts) shall not impose either vertical or horizontal
pressure greater than 20 kPa on the tunnel structure. The proposed structures shall be designed to be capable of
sustaining a vertical / horizontal displacement of 100mm and a differential settlement of 1 in 250.

Proposed structures supported on pile foundation shall be designed so that they are debonded up to the invert level
of the SURS structure and develop all of their load either in shear or end bearing from soil located below the invert
level of the SURS structure. The proposed structures shall be designed to be capable of sustaining a vertical /
horizontal displacement of 100mm and a differential settlement of 1 in 250.

No piled foundation shall be permitted within the tunnel first reserve.

For structures supported on pile foundation within the second reserve, the piles shall be designed such that they are
debonded within the zone of influence and develop all of their load capacity below the line of the zone of influence.
The toe of the piles shall be at a minimum of 2m below the tunnel base and no pile shall be permitted within 3m
from the first reserve line. The cross-section of the tunnel type is shown in Figure 11.2.

All structures shall be designed to accommodate ground movements caused by SURS construction amounting to 2%
relative volume loss from bored tunnelling such that damage to the structure is no more than very slight in
accordance with Table 11.1.

The design of the structure proposal shall take into consideration the effect of noise and vibration that may be
induced by the construction and operation of the tunnel.
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SURS RESERVE

SECOND RESERVE FIRST RESERVE SECOND RESERVE

Existing ground

LINE OF ZONE OF
3m INFLUENCE
3m
Tunnel
45˚ FOUNDATION PILES
45˚

Figure 11.1 Zone Of Influence Line For Cut & Cover Method Of Construction For SURS

SURS RESERVE

SECOND RESERVE FIRST RESERVE SECOND RESERVE

Existing ground

LINE OF ZONE OF
3m 3m INFLUENCE

D D FOUNDATION PILES
45˚ 45˚ FOUNDATION PILES

2m (min)

Figure 11.2 Zone Of Influence Line For Bored Tunnel Method Of Construction For SURS
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Classification Of Visible Damage To Walls With Particular Reference To Ease The Repair Of Plaster And Brickwork Or Masonry
Category Of Dam- Degree of Description of typical damage (Ease of repair is underlined)
age Severity Note: Crack width is only one factor in assessing category of damage and should
not be used on its own as a direct measure of it.
0 Negligible Hairline cracks less than about 0.1mm.
1 Very Slight Fine cracks which are easily treated during normal decoration. Damage generally
restricted to internal wall finishes. Close inspection may reveal some cracks in
external brickwork or masonry. Typical crack widths up to 1mm.
2 Slight Cracks easily filled. Re-decoration probably required. Recurrent cracks can be
masked by suitable linings. Cracks may be visible externally and some repainting
may be required to ensure weather tightness. Doors and windows may stick
slightly. Typical crack widths up to 5mm.
3 Moderate The cracks require some opening up and can be patched by a mason. Repainting of
external brickwork and possibly a small amount of brickwork to be replaced. Doors
and windows sticking. Service pipes may fracture. Weather tightness often
impaired. Typical crack widths are 5mm to 15mm or several greater than 3mm.
4 Severe Extensive repair work involving breaking-out and replacing sections of walls, espe-
cially over doors and windows. Windows and doorframes distorted, floor sloping
noticeably*. Walls leaning* or building noticeably, some loss of bearing in beams.
Service pipes disrupted. Typical crack widths are 15mm to 25mm but also depend
on the number of cracks.
5 Very Severe This requires a major repair job involving partial or complete rebuilding. Beams
lose bearing, walls lean badly and require shoring. Windows broken with distortion.
Danger of instability. Typical crack widths are greater than 25mm but depend on
the number of cracks.
* Note: Local deviation of slope, from horizontal or vertical, of more than 1/100 will normally be clearly visible.
Overall deviations in excess of 1/150 are undesirable.

Based on Burland et al, 1977 (13)

Table 11.1 Classification of visible damage to walls with particular reference to ease the repair of plaster and brick
work or masonry
This chapter sets out the procedure for expunction of public streets that are affected by private or
statutory board development proposals.

Amalgamate To combine several child lots to form a parent lot.

Alienate The transfer of property or a right into the ownership of another

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This chapter establishes the procedures for the expunction of a Public Street. This applies to development proposals
involving a complete removal or part of an existing Public Street from the road network, by a private developer or a
government agency.

SWA Street Works Act (Chapter 320A)

Expunction of a public street refers to the partial or complete removal of any Public Street from the existing road
network. The land containing the road after expunction will be returned to State for other landuse development. It is
different from the temporary closure of public road to facilitate construction activities or to be used for special
events. However, road expunction is also not required if the affected road is to be realigned, as part of a
redevelopment.

Section 5 of the Street Works Act stipulates that any expunction of a public street shall be approved by the Minister
for Transport. The Public Street cannot be altered in any way before Minister’s approval is obtained. If the existing
traffic circulation is affected by the proposal, the developer must provide an alternative route prior to the physical
closure of the affected street and undertake any other modification works necessary to support the road expunction.

The process involved in the expunction of Public Street is outlined in the Figure 12.2.

Any proposals to amalgamate a piece of State Land, which contains a public street, to form part of a private
development shall be made to the Singapore Land Authority (SLA). Under the SLA’s land alienation process, the SLA
would in turn consult various government agencies having a stake in the State Land. Eventually, when the applicant
accepts SLA’s offer to alienate the State Land containing the Public Street, he would have to work closely with LTA to
follow through to obtain approval to expunge the Public Street.

The developer proposing the expunction shall conduct site investigations to ascertain that the road to be expunged
exists physically on site. The applicant shall furnish a letter indicating the reasons for the expunction of the road and
propose any alternative access arrangement if the existing traffic circulation is affected by the proposal. The
applicant shall also identify any possible affected parties / stake-holders and seek consent from the affected
parties / stake-holders for the expunction.

Once the applicant obtain SLA’s in-principle approval, the private developer is advised to obtain clearances from the
various authorities as shown in the "List of Authorities to Clear for Expunction of Public Streets" in Section 12.5. LTA
will assist to obtain the comments from the MP for the Constituency and the Chairman of Citizen Consultative
Committee for Constituency (CCC).
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For projects by government agencies (i.e. JTC, HDB, URA, MOE, etc), they will seek the comments directly from the MP
for the Constituency and the Chairman of Citizen Consultative Committee for Constituency (CCC) with their Master
Plan approval.

The following are the documents that are required to support the proposed expunction of a Public Street:

 Clearances from the various authorities as shown in Section 12.5 “List of Authorities to Seek Clearance for
Expunction of Public Street”
 Written Permission / Master Planning Committee approval on the use of the State Land occupied by the
expunged road proposed to be, or Landuse Plan/rezoning of landuse;
 In-principle approval from the Singapore Land Authority on the alienation of land;
 A plan (A4 size) showing the extent of the existing road to be expunged.
 Applicant’s / QP’s confirmation that all residents / tenants affected by the proposed expunction have vacated.

When Minister’s approval for the expunction of the public street is obtained, the applicant will be required to carry
out the following:

To erect temporary information signs along the road to be expunged informing motorists of the impending closure at
least 4 weeks before the physical closure of the road. (Please refer to figure 12.1) The temporary information signs
and revised traffic scheme of the connecting roads shall be submitted to LTA (DBC) for approval.

Upon closure of the road, existing street name plates, road signs etc, which are made redundant have to be removed.
Affected existing traffic signs are to be amended as necessary. Applicant shall also carry out the modification to all
road facilities (e.g. street lighting, pavement, kerb, traffic light, vehicular impact guardrail, bus shelter etc.)
affected by the expunction.
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1200 mm

1500 mm

950 mm

Figure 12.1 - Sample of Information Signs to be Erected

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Please click here for the list of authorities to seek clearance for expunction of public street.

Start

Applicant submits expunction proposal to LTA(DBC)

LTA investigates site and review proposal

LTA

Applicant to seek clearances from all government agencies, all services departments* and
vacate all affected residents/tenants (if any)

All parties

LTA (DBC) notifies applicant no objection in-principle

Minister

LTA(DBC) informs applicant to carry-out

publicity / notices before the road is physically expunged

Physical road expunction takes place

End

* Applicant:
Private individual/developer is required to seek Singapore Land Authority (SLA)’s approval on
land alienation involving expunction of public street.

Figure 14.1 Expunction Process of Public Street

This chapter explains the requirements to be complied for temporary crossings to serve as
construction access to development site.

Soffit The underside of a structural component.

Surcharge Load Additional loads by other elements.

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If an applicant wishes to gain access to his development site during the course of construction other than the
approved access, he must apply for a temporary crossing from LTA. Consideration for the location of the temporary
access is same as that for a permanent access.

Once the location of the temporary access is approved, the applicant shall proceed to apply for a Road Opening
Application at LTA.PROMPT website: http://prompt.lta.gov.sg

The temporary crossing shall be demolished on completion of the foundation / building works and all damages made
good to the satisfaction of LTA.

The temporary crossing shall not rest directly on top of the drain and shall be independently supported at least
300mm away from the wall of the drain. The soffit shall be elevated at least 150mm clear of the cope of the drains.

Provide measures to protect the drain from any surcharge load exerted by the temporary crossing.

Proper and adequate warning signs etc are to be erected to warn motorists of any danger arising out of the
temporary crossing.

Provide ramps between existing footpath / covered drain and temporary crossing so as to allow continuity of
pedestrian movement. This is to be clearly shown on the site and cross-section plans.

 3 copies of plans

 Submit proper drawings of site plan of 1:500 scale, detailed plan and cross-section in 1:20 scale, of the
temporary crossing. All drawings to be incorporated onto A1 size plans.

 Indicate kerb turning radii and width of temporary access

 The following undertaking statement by the owner/developer is to be endorsed on the plans:

“I/We the owner / developer shall be fully responsible for any damage or subsidence, as determined by LTA, to public
property such as road carriageway, drain, footpath, kerb and other street furniture caused by or arising out of the
usage of temporary crossing and shall take immediate action to rectify / reinstate the road and its appurtenances to
the satisfaction of the LTA”.
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The developer, QP and contractor are jointly responsible for the cleanliness of the site. All parties concerned shall
ensure that no building materials, equipments or debris are stacked along the footway, the planting verge or the
drain so as to cause obstruction to pedestrians and the free flow of the drain. There shall be no loading / unloading
of building materials as well as no parking / waiting of construction vehicles along the road.

The developer, QP and contractor are liable for prosecution as stipulated in the Street Works Acts (Obstruction of
public streets, five-footways and private footways) if the construction materials pose an obstruction on the public
street.

Road Reserve Line

Turfing

Figure 13.1 Plan of Temporary Access

ROAD RESERVE LINE

WIDTH OF EXT’G EXT’G

FOOTPATH 4965 CARRAGEWAY
FLEXIBLE 200 (~1550) 2000

GRADIENT 1:12

FULLY COMPACTED SUBGRADE

(DRY DENSITY > 95%

200 THK WELL COMPACTED HARDCORE

75Ø BAKAU PILES AT 300MM C/C

EXT’G BOX CULVERT

Figure 13.2 Plan Showing Cross Section of Temporary Access

This chapter deals with guidelines of road testing before the constructed roads are handed over to
LTA.

Premix A material made by mixing aggregate (preferably dried) with fluxed

and/or cutback bitumen by hand or in a mixing plant.

Rigid Pavement A road pavement structure is typically composed of concrete only.

Precast Kerb A concrete structure typically located at the edge of a road

designed to act as a barrier to prevent vehicles from leaving the
road carriageway.
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When a new street is constructed or an existing carriageway is widened, road tests shall be carried out to determine
the quality of the materials used. In the case of failure and rejection, the failed sections shall be re-laid and re-
tested. Chapter 10 of LTA’s Materials and Workmanship Specifications contain an elaborate write-up on this subject.

The QP is required to submit a coloured site plan showing the street(s) under testing for road materials and the
locations where samples are extracted.

PROPOSED ROAD

PREMIX CORING
NUCLEAR DENSITY
EXISTING ROAD CBR
W3B

Figure 14.1 Showing locations of samples taken

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For premix - cut samples shall be obtained from the pavement at every 50m, on each carriageway.
For rigid pavement - cut samples shall be obtained at every 50m3 on each carriageway.
For precast kerbs, three (3) test kerbs shall be taken, at random, for every one thousand (1000) units.

A minimum of 3 samples shall be taken for testing where the street is less than 50m in length.

Notes

Core samples for premix shall be 150mm in diameter while sample for concrete shall be 100mm in diameter.

14.4.1 The QP shall engage the services of a laboratory accredited by the Singapore Accreditation Council-Singapore
Laboratory Accreditation Scheme (SAC-SINGLAS) for plant, material, labour and transport necessary for the cutting
of samples and to carry-out tests of the cut samples. The QP shall be responsible for the supervision of the cutting
of samples and the reinstatement of the road after extraction.

14.4.2 The QP shall furnish the following information:

 Name of the accredited laboratory;

 Name of supplier of premix;

 Date of laying premix on site;

 Type of premix laid on site and its thickness;

 Date and time of sample cutting.

14.4.3 The following tests are to be carried out on the extracted samples:

 The water absorption test for precast kerbs;

 The compressive strength test for concrete;

 The aggregate gradation and bitumen content of the premix.

14.4.14 Upon completion of the tests, the QP is to submit the following:

 A record on the thickness of the wearing course, asphaltic base course and graded granite aggregate base
course measured from the samples extracted.

 The original test results to be endorsed by the Professional Engineer of the accredited laboratory.

 Photographs of samples at each location during extraction.

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Figure 14.2 Coring of Rigid Pavement

Figure 14.3 Coring of Premix